A HISTORY OF THE 
TRANSPORT SERVICE 

ADVENTURES AND EXPERIENCES OF 

UNITED STATES TRANSPORTS AND CRUISERS 

IN THE WORLD WAR 

BY 

VICE ADMIRAL ALBERT CLEAVES, U. S. N. 

COMMANDER OF CONVOY OPERATIONS 
IN THE ATLANTIC 1917-1919 



WITH 123 ILLUSTRATIONS 
AND DIAGRAMS 




NEW ^^tay YORK 
GEORGE H. DORAN COMPANY 



51 







^'^^ 



m'' 



COPYRIGHT, 1921, 
BY GEORGE H. DORAN COMPANY 



ny 



''if- 



PRINTED IN THE'UNITED STATES OF AMERICA 

FEC -7 1921 
0)nU605689 



THIS BOOK IS DEDICATED TO THE 

OFFICERS AND MEN 

OF THE 

CRUISER AND TRANSPORT FORCE 

WHO ACHIEVED WHAT THE 
ENEMY THOUGHT IMPOSSIBLE 



PREFACE 

There seems no excuse for offering the public another 
book of personal Memoirs of the Great War; but so 
much has been written about all the different phases of 
preparation and action, and so little of the actual trans- 
portation of the troops, which made the fighting possible, 
that I have yielded to the persuasion of friends and 
shipmates to add my contribution to the daily increasing 
stories of the events of 1917-18. I do this because in a 
measure I may be able to show my appreciation of the 
hard work done by the officers and men of the American 
Transports, and my admiration for their unsurpassed 
skill and endeavor in the performance of their duties. 
At sea almost constantly, in the severest weather that 
has swept the Atlantic Ocean for many years, these Mas- 
ter Mariners of the United States lived up to the highest 
traditions of the sea, and brought credit to their coun- 
try. For the most part this story is told by them, in 
their own words, and so far as possible taken from their 
official reports. 

In thus presenting the narrative the book will have 
served its purpose if it throws a light on the character 
and professional ability of those officers and men of 
the Navy who had the good fortune to take our gallant 
Army to France. 

I am much indebted to Commander C. C. Gill, U. S. N., 
my Aide and Flag Secretary, for his wise counsel, his 
unfaltering assistance while preparing the manuscript, 
and for his literary skill in smoothing out my patchwork 

vii 



viii PREFACE 

in getting into shape a mass of material which sudden 
orders to sea forced me to leave confused and unfinished. 

Al/BERT GlEAVES, 

Admiral U. S. Navy. 
Commander in Chief, 
United States Asiatic Fleet. 
U. S. Flagship South Dakota, 
Vladivostok, Siberia, 
13th January, 1920. 



CONTENTS 

PAGE 

Introduction — The Crisis of 1917 .... 17 

CHAPTER 

I The Naval Mission — Summary of Transport 

Operations 24 

> 

II The First Expedition 32 

III The Stay in France — The Return Voyage . 50 

IV Lessons Learned from Experience of First 

Voyage — Repairing the German Ships . . 62 

V Safeguarding the Troopships 75 

VI Development of Transport Force — Returning 

the Army 86 

VII Sinking of Antilles — Finland Torpedoed . , . 103 

VIII Loss OF President Lincoln — Covington Torpedoed . Ill 

IX U-BoATS Bring War to American Shores — San 

Diego Sunk by a Mine 133 

X Mount Vernon Torpedoed 143 

XI The Work op the Cruisers 154 

XII Contacts of Transports and Cruisers with 

Enemy Submarines 161 

XIII Orizaba Depth Bomb Explosion — Great Northern 
Collides with British Freighter Brinkhurn — 

Fire on Board the Henderson 172 

ix 



X CONTENTS 

CHAPTER PAGE 

XIV Sidelights on Transport Life 180 

XV The Loss of the U. S. S. Ticonderoga . . . 195 

XVI Foreign Transports in U. S. Convoy — Loss op 
Dwinsk — Adventures of Lieutenant White- 
marsh 202 

XVII Adventures of Lieutenant Isaacs .... 217 



APPENDICES 

A Organization of Cruiser and Transport Force of United 

States Atlantic Fleet, July 1, 1916 240 

B Report by months of transport and escort duty per- 
formed by U. S. and foreign navies up to the signing 
of the armistice 241 

C Report by months of transport duty performed by U. 
S. Navy and all other ships, U. S. and foreign, in re- 
turning troops and other passengers to U. S. prior to 
signing of armistice 244 

D Report by months of transport duty performed by U. S. 
Navy and all other ships, U. S. and foreign, in re- 
turning troops and other passengers to U. S. since 
signing of armistice 245 

E Record of ships of the cruiser and transport force 
List of all U. S. Naval Transports and U. S. Battle- 
ships and Cruisers engaged in transporting troops to 
and from France between the dates of June 14, 1917, 
and October 1, 1919 246 

Battleships and cruisers used for returning ships . . 252 

Merchant ships converted into troop transports for 
returning troops after signing of armistice . . . 254 

German ships used for returning troops after signing 
of armistice 262 



CONTENTS xi 



PAGE 



F Record of ten leading ships, cruiser and transport force 264 

G Sick and wounded returned by the cruiser and transport 

force, during 1918 and up to October 1, 1919 . . 266 



Memorandum of von Holtzendorff, Chief of the German 
Admiralty 271 



ILLUSTRATIONS 

Vice Admiral Albert Gleaves, U. S. N. . . Frontispiece 

PAGE 

General Pershing and Admiral Gleaves on Deck of 

U. S. S. Seattle in the Harbor of Brest .... 28 

U. S. S. Seattle 28 

Admiral Gleaves and Aides at Jonchevy, France, 5 

July, 1917 28 

Point Espagnole, Brest Roadstead 28 

Ceremonies at LaFayette's Tomb, Picpus Cemetery, 4th 

July, 1917 29 

St. Nazarre Harbor, the Landing Place of the First Ex- 
pedition 29 

U. S. S. Cyclops, "Mystery Ship" 29 

Sea Plane Scouting 44 

Starting Sea Plane off Catapult 44 

Hoisting in Sea Plane 44 

Watching for the Enbmy. Mast-head Lookout , . 44 

OssERVATidN Balloon Towed Aloft 44 

Blimp Escorting Transport Through Danger Zone . 44 

Convoy of Troopships at Sea 45 

Convoy of Troopships at Sea 45 

Convoy of Freighters at Sea 45 

Examples of Camouflage. U. S. S. Destrotters Fairfax 

and Small 45 

Examples of Camoui^lage. U. S. S. North Carolina . . 45 

The German Raider See Adler 57 

Damage to Pommern^s Boilers 68 

xiii 



xlv ILLUSTRATIONS 

PAGE 

Prinzess Irene. Damaged H. P. Cylinder, Ready for In- 
sert, Preparatory to Welding 68 

Prinzess Irene. Insert in H. P. Cylinder in Place, Ready 

TO Weld 68 

Prinzess Irene. Finished Weld in H. P. Cylinder . . 69 

Agamemnon, Ex-Kaiser Wilhelm II. Showing Clearance 

Between Stern and Head of Dock 69 

Agamemnon, Ex-Kaiser Wilhelm II. Showing Clearance 
Between Stern and Caisson of Dock .... 

Captain De W. Blamer, U. S. N., Chief of Staff . 

Naval Transport Gun Crew 

Range Finding 

Adjusting Timing Mechanism on Depth Bomb of "Y" 
Gun 

Detpth Charges in Position for Dropping .... 

Decoy Ship with Attending American Submarines 

A Double Depth Charge Fired from a "Y" Gun 

A Convoy Steering a Zig-zag Course 

Recruiting Poster by Herman Reuterdahl 

Burney Gear, Hoisting in One of the Otters 

BuRNEY Gear. Sketch Showing Method of Fitting . 

American Troops Carried by Ships of Each Nation 

U. S. S. Leviathan when Sailing under the German Flag 
as the Vaterland 

U. S. S. Leviathan in Dress of Camouflage .... 

Rear Admiral Hilary P. Jones, U. S. N 

Rear Admiral Marbury Johnston, U. S. N 

Transport Docking at Hobokbn 

U. S. Cruiser Charleston Arriving at Hoboken with Re- 
turn Troops 



ILLUSTRATIONS xv 

PAGE 

Number of Men Transported Monthly to France . . 95 

Ports of Embarkation in America and Debarkation 

Centers in £]urope 97 

Down the Gang-Plank. The Last "Over the Top" . 108 

The Kaiser's Goat. Official Mascot of the 27th Di- 
vision 108 

Disembarked Troops, in the Reservation Yards at 

Hoboken . -. 108 

Decorations at Pier in Hoboken to Greet the Return 

OF General Pershing 108 

Repatriated German Prisoners on U. S. S. Princess 

Matoika 108 

Transport Madawaska Arriving with Troops at New- 
port News 109 

Soldiers on Deck of Madawaska Awaiting Their Turn 
TO Go Ashore 109 

The Imperator while in Transport Service of the 

United States 109 

Torpedoing of the President Lincoln 112 

Sick and Wounded Troops at Sea 124 

Wounded Arriving at Hoboken 124 

Rough Weather. Rigging for Man with Compound 
Fracture of Leg 124 

The X-ray Plant on U. S. S. George Washington . . 124 

Rough Weather. Rigging for Man with Compound 

Fracture of Both Legs 124 

Typical Troop Hospital Installed on U. S. S. Imperator 125 

Caskets Brought from Overseas Awaiting Removal 
FROM Pier at Hoboken 125 

President Wilson wiin Officers and Crew of the 

George Washington 125 

U. S. S. George Washington Carrying tSe Presidential 
Party to France 125 



xvi ILLUSTRATIONS 

PAGE 

Torpedoing of the Covington 126 

U. S. S. George Washington in Brest Harbor .... 140 

President and Mrs. Wilson among the Wounded on 

Deck of the George Washington 140 

The U. K. 152 on Watch for Allied Shipping . . . 140 

U. S. S. Ticonderoga 140 

The Life Boat of the U. S. S. Ticonderoga Alongside the 

U. K. 152 140 

U. S. S. Covington Sunk by German Submarine, 2 July 

1918 141 

U. S. S. Covington Listed to 45 Degrees Just Before 

Up-ending 141 

U. S. S. Covington. Stern Just Going Under . . . 141 

U. S. S. President Lincoln Sunk by German Submarine 

U-90, 13 May 1918 141 

Troops on Deck of President Lincoln in Danger Zone . 141 

U. S. S. San Diego Sunk by German Mine .... 156 

Submarine Division Eight, Operating with Transport 

Force 156 

U. S. Naval Officers Examining a German Mine Picked 

Up off the American Coast 156 

Shell Hits on U. S. S. 0-6 156 

E-2 Making a Periscope Observation at Slow Speed 156 

Sea Plane View of Submarine Firing a Torpedo . . 156 

Making Passage. U. S. Submarine en Route to Azores 157 

The Deck of a U-Boat 157 

Sea Plane View of Submarine on the Surface . . 157 

Forecastle of a U-Boat 157 

The U-111 AT 17 Knots with an American Crew Aboard 157 

Survivors from a Torpedoed Vessel Afloat in an Open 

Boat 157 



ILLUSTRATIONS xvii 

PAGR 

The E-2 Trailing the Schooner Helvetia (a Decoy Ship) 157 

Smoke Screen Thrown by Destroyers Around Mount 

Vernon 172 

No. 2 5-INCH Gun on Mount Vernon Coming into Action 

I on the Morning of 5 September 1918 .... 172 

Hole in Hull of Mount Vernon Caused by Torpedo . 172 

War Nose of German Torpedo Found in Fire-Room of 

Mount Vernon 172 

Crew on Deck of Mount Vernon Shortly After Torpi^do 

Struck, 5 September 1918 172 

U. S. S. Von Steuben 173 

Admiral Cleaves and Staff 173 

U. S. S. DeZd6 173 

Admiral Cleaves and his Flag Lieutenant Lawson . 173 

Mascot of U. S. S. Huntington 188 

Submarine Lookout in Winter Clothing and Life 

Jacket ' . . 188 

U. S. S. Huntington 188 

Ice on Forecastle of a Cruiser 188 

Frozen Spray During Severe Winter of 1917-1918 . 188 

Cruiser in Heavy Weather at Sea 189 

Types of Garments Supplied to Men Working in Ex- 
posed Positions 189 

Torpedo Striking a Steamer 189 

U. S. Destroyer Cassin in Dry Dock After Being Struck 

by a Torpedo 189 

U. S. S. Henderson 204 

U. S. S. Pocohontas Loaded with Troops on Way to France, 

September, 1917 204 

U. S. S. Great Northern 204 

U. S. S. Orizaba 204 



xviii ILLUSTRATIONS 

PAGE 

Bird's-eye View of the Harbor of Brest .... 205 

Their First View of France. Soldiers on the Leviathan 205 

Lightering Troops Ashore at Brest 205 

Marines Disembarking at French Port Direct by 

Gangway onto Dock 205 

Crowded Deck of Princess Matoika 220 

Daily Inspection on U. S. S. Mercury 220 

A Lesson in French en Route to France .... 220 

Song Service Aboard a Troop Ship 220 

Mess Deck Provided with Benches and Tables for 

Troop Use 221 

Bunks Triced Up for Inspection 221 

Troops at Mess on Swinging Tables 221 

Part of Galley Equipment on U. S. S. George Washington 221 



A HISTORY OF THE TRANSPORT SERVICE 



A HISTORY OF THE 
TRANSPORT SERVICE 

INTRODUCTION 
THE CRISIS OF 1917 

In April, 1917, at the time of the war declaration of the 
United States, the Allied cause was in serious danger. 
Apparently Germany had victory within her grasp. Both 
on land and at sea William Hohenzollern was at the 
zenith of his power. France was on the verge of col- 
lapse. Great Britain, dazed by the submarine blow 
struck at her trade and shipping, found her sea suprem- 
acy challenged and the great British Navy unable to pro- 
tect fully the commerce essential to England's existence. 
Had the German genius been equal to the role, this 
would have been the year for the supreme effort of Prus- 
sian Militarism. But the German General Staff was 
contemptuous of the unprepared, peace-loving peo- 
ple across the Atlantic. The War Lords miscalculated 
the spirit and fighting abilities of the American people. 
They had applied their own formulas in reckoning with 
a nation totally unlike their own. This was their fatal 
error. When Ludendorff in the Spring of 1918 launched 
his great offensive, it was too late. By that time the 
U-boat had been checked and Allied supremacy of the 
sea reestablished. This marked the wane of Prussian 
power. 

17 



18 HISTORY OiF TRANSPORT SERVICE 

The fierce attacks and temporary successes of the 
enemy on the Western front in the Spring of 1918 rep- 
resented the final desperate effort to wrench victory 
from defeat. It was doomed to failure. The weight of 
America's potential power was already beginning to tip 
the scales. A great army had arisen ; it was being spir- 
ited across the seas, and a few months later, at the 
Marne, it met, turned, and routed the best troops of 
Germany. This reverse shook the Hohenzollern throne, 
and served notice to all the world that the strength of 
the United States Army was equal to its task. 

It was not only the effective fighting of our Army 
which contributed so much to win the war. Even more 
overwhelming was the surprise of its presence, its dem- 
onstrated ability to fight, and the conviction forced upon 
the German command that there was an unending stream 
of the same fighting power pouring in upon the battle- 
fields. 

All this, however, came one year after the crisis of 
1917. Judgment in retrospect is often influenced by the 
light of later events. In view of what has happened 
since May, 1917, to the casual inquirer it now appears 
to have been a natural and obvious course, that the 
United States should have devoted all its resources to 
raising, equipping and transporting a great army. Analy- 
sis and reflection, however, show that this was not an 
ordinary enterprise either in conception or in execution. 
On the contrary, it was unique and remarkable. There 
is little risk of hyperbole in venturing the opinion that 
the raising, transporting and suj^plying overseas of this 
army of two million men wiU be finally ranked as one of 
the greatest achievements in the annals of history. 

Turning back now to the Spring of 1917, we find that 
on land German arms were ascendant on all fronts. In 



THE CRISIS OF 1917 19 

the East, Eussia had been almost eliminated as a mili- 
tary factor; Roumania, Serbia and Montenegro had been 
conquered; Bulgaria and Turkey, although ostensibly 
Allies of Germany, were actually under the Prussian 
yoke ; the aims of the German Eastern Policy, which in- 
cluded a German Mittel-Europa, had been realized, and 
it only remained to compel the Western countries to 
recognize them. In the West, although foiled in the at- 
tempt to crush France, German arms had attained con- 
siderable success; Belgium and Luxemburg had been 
overrun ; Holland had been isolated ; and a valuable strip 
of Northern France had been occupied. 

On the Western front, likewise, the adverse factors 
in the military situation must be appreciated ; it is true 
that Joffre had stopped the enemy at the Mame in 1914, 
-and that the German offensive against Verdun in 1916 
had failed, but, on the other hand, the much-heralded 
Allied offensive for the Spring of 1917 was at that time 
also ending in failure. The hope of Allied victory 
aroused by German readjustments along the Hindenburg 
line had been quenched by their stubborn defense in the 
Battle of Arras (April-May, 1917), and it had become 
evident that success in ''breaking through" the German 
positions was no nearer than it had been before the 
costly Battle of the Somme. 

The Italians had also been unable to develop a suc- 
cessful offensive. In fact, both in the East and in the 
West the Central Powers were showing ability to hold 
fast all the great military advantages they had gained. 
It is not surprising that enemy hopes ran high, while 
the Allied peoples were depressed. 

Nor did the enemy fail to exploit their advantage. 
For long years they had prepared for this opportunity 
and the German Government had a special army of secret 
agents and political hirelings scattered throughout for- 



20 HISTORY OF TRANSPORT SERVICE 

eign countries instructed to kindle sedition and under- 
mine Allied morale. In this connection, it is interesting 
to recall the '* Spurlos VersenhV ^ incident, the Zimmer- 
man note (scheming the return of New Mexico, Arizona, 
California, and Texas to Mexico), the rumor of a Ger- 
man-Japanese treaty, and, most significant of all, the 
political disintegration — almost always a consequence of 
military disaster in the field — ^proceeding in France in 
the Spring of 1917. Even now, few people in this coun- 
try appreciate that enemy agents had attained such pow- 
er in Paris that they then worked almost in the open, 
spreading corruption both in the homes and in the 
trenches. When French regiments mutinied and the 
Commanders in the field reported explicitly to their gov- 
ernment the sources from which sedition was propagated, 
ofiScials either would not or dared not take prompt effec- 
tive action. All this was revealed at the trial of Malvy, 
then Minister of the Interior, and charged with safe- 
guarding France against enemy machinations. He was 
finally convicted for neglect of duty and banished. Also, 
the then Head of the Secret Police, together with the 
Assistant Prefect of Police in Paris, were later sen- 
tenced to prison for intercourse with the enemy during 
this period. It was not until after the first American 
Expedition had landed in France and Clemenceau had 
been swept into power that these alarming conditions 
were fully exposed and dealt with effectively. 

Bad as was this 1917 situation on land, the situation 
on the sea was even more threatening. The German 
Government had broken away from international law 
and on February 1, 1917, had begun a campaign of un- 
restricted submarine warfare. This had been planned 
as the great German offensive of 1917. It was a blow 

1 "Spurlos Verscnkt," the conception of German diplomacy by wiiich all evi- 
dence of U-boat unscrupulousness was to be obliterated by sinking without 
leaving a trace of ship, crew, or passengers. 



THE CRISIS OF 1917 21 

aimed at the vitals of the Allies, their lines of communi- 
cation, and so careful and thorough had been its prep- 
aration that it came perilously near to success. When 
the United States entered the war German U-boats were 
sinking merchant ships at the alarming rate of 800,000 
tons a month. This placed England in desperate straits 
and unless these submarine depredations could be 
checked, the time that Great Britain could hold out was 
simply a matter of mathematics. Nor was this the only 
success scored by the German Navy. The more or less 
prevalent conception that German Naval Power took no 
important part in the war is erroneous. The cover of 
German dreadnought guns permitted the U-boats to slip 
out on their deadly purpose: the High Seas Fleet had 
accomplished an essential mission in preventing a close 
blockade, in converting the Baltic practically into a Ger- 
man Lake, in lending aid to the Armies advancing against 
Russia, and in keeping the great British naval establish- 
ment busy in the North Sea. 

Also of far-reaching consequence had been the success 
of the Goeben and Breslau in escaping to Constantinople. 
This influenced Turkey to enter the war and contributed 
to the defeat suffered by the Allies in their attempt to 
force the Dardanelles. Thus did the German Navy 
blockade Western and Southern Eussia. Communica- 
tions via the Northern and Eastern ports of Russia were 
slow, inadequate and uncertain. 

Such in brief were conditions on land and on sea 
when the United States entered the war. The leaders of 
France and England were keenly alive to the crisis ex- 
isting at this time and the need of impressing it upon the 
government of their new associate. Both countries lost 
no time in dispatching military and naval envoys to 
Washington. In April, 1917, the Joffre Mission arrived 
from France and the Balfour Mission from England. 



22 HISTORY OF TRANSPORT SERVICE 

Tlieir object was to urge the prompt and active assist- 
ance of the United States. The Allied Admirals re- 
quested the Navy Department for as many destroyers 
as possible, but said "even one" would suffice to serve 
notice to the Central Powers that the United States was 
in the war in earnest. With the same desire for moral 
effect, Joffre pleaded for at least one division of the 
Army to be sent to France at once. 

The first fruits of these Allied appeals were the dis- 
patch of six destroyers to Europe. The readiness of 
these destroyers for foreign service, when the call came, 
was a matter of gratification to the entire country. They 
were followed at intervals by nearly the entire destroyer 
force, only a few of the older type being retained for pa- 
trol and escort duty on our own coast. 

No doubt Germany anticipated that her unrestricted 
submarine offensive would cause the United States to en- 
ter the war. This was not, however, a sufficient deter- 
rent. Germany was confident that her U-boats would 
prevent the United States from taking an effective part. 
The enemy counted upon our unpreparedness and did not 
think it possible for this country to transport and supply 
overseas a large army. And it should be added that 
some of the leading Allied strategists took a view hardly 
more sanguine as to the extent of America's war effort.^ 
In the glamour of our overwhelming victory there is a 
tendency in present-day discussion to underrate the 

> On 19th July, 1917, the British Naval Authority Admiral Boresford ox- 
pressed himself as follows : "At the present rate of losses — British, Allied, and 
Neutral, average from 1st of February to 14th July (say about six months) — 
I make out that British, Allies and Neutrals are losing ships at the rate of 
about seven million tons a year. I also make out that if the allied ship- 
building firms of the world put forward their full strength as at present, they 
could nut produce more than four million tons of new shipping, in other words 
about one-half. I am also distressed at the fact that it appears to me to be 
impossil)le to provide enough ships to bring the American Army over in hundreds 
of thousands to France, and, after they are brought over, to supply the enormous 
amount of shipping which will be required to keep them full up with muni* 
tion, food and equipment" 



THE CRISIS OF 1917 23 

product of the deliberations of the expert German Gen- 
eral Staff which directed the enemy policy as well as 
military effort. It must be admitted by unprejudiced 
opinion, based on a measured view of the military situa- 
tion in the Spring of 1917, that Germany had at least 
plausible grounds for her conclusions. (The German 
point of view is given in detail in a German Admiralty 
memorandum reproduced in the appendix, p. 271.) 

The German Staff argued that in the face of their 
submarine campaign and the consequent shortage of 
shipping which was already causing embarrassment to 
England and France, the United States would never ven- 
ture the overseas transportation and supply of an effec- 
tive army ; and if they did venture this hazardous under- 
taking the U-boats would see to it that disaster should 
attend and make impossible its accomplishment. Few 
informed critics will venture to attack this opinion as 
altogether illogical. On the contrary, the experience of 
previous wars viewed in the light of the then current 
official utterances and state papers, seemed rather to 
support the argument that the interest of the United 
States in the issue did not constitute a sufficiently im- 
pelling motive to induce the government to make a deci- 
sion involving a great risk. 

The decision to send the United States Army to the 
Western front was made, however, and ultimate victory 
or defeat hinged upon whether or not this decision — the 
overseas transportation and supply of an effective army 
— could be successfully carried out. 



CHAPTEE I 



THE NAVAL MISSION— SUMMARY OF TRANSPORT 
OPERATIONS 



THE NAVAL. MISSION 

The work of the Navy iii connection with the transporta- 
tion of troops to France constitutes a distinctive feature 
of the World War. As has been pointed out in the Intro- 
ductioix^ the attending political and military circum- 
stances incident to the collapse of Eussia, the critical 
situation on the Western front, and the threat of the 
German submarine combined to make the undertaking of 
special significance, and throughout the year following 
the entry of the United States into the war the military 
and naval developments were such that the safe transpor- 
tation across the Atlantic of troops and supplies became 
a problem of more and more pressing importance. 

The United States Army in France was a decisive 
factor in obtaining speedy victory. The transportation 
of this army overseas imder naval protection was, there- 
fore, a major operation of first importance. A large 
share of this urgent mission devolved on the United 
States Na\'y, and its successful accomplishment in the 
face of great difficulties is another page to the record of 
the service in keeping with its past histoiy and traditions. 

Much confusion of thought has existed as to just how 
the vast work of transporting a United States Army 
numbering 2,079,880 souls to Europe was accomplished. 
It is unfortunate that misinformation should be dissemi- 

24 



THE NAVAL MISSION 25 

nated respecting an operation in which the different or- 
ganizations concerned performed their respective func- 
tions in utmost harmony and cooperation. All did their 
allotted parts splendidly and efficiently. All share in the 
satisfaction resulting from the successful accomplishment 
of a difficult and urgent undertaking. 

Inasmuch as the principal field of British naval activ- 
ities was the North Sea and English Channel — the 
Grand Fleet containing the enemy High Seas Fleet was 
an essential condition without which neither troop trans- 
ports nor freighters could have sailed — the task of break- 
ing the U-boat blockade in the Atlantic naturally became 
the immediate mission of the United States Navy. The 
prompt dispatching of destroyers, coast guard cutters, 
yachts, and all other available craft of a type useful 
against the submarine, to the East Atlantic, and the 
splendid work accomplished by these vessels and others 
later sent to augment their strength, in cleaning up these 
waters of U-boat devastation is a matter of record, the 
importance of which in winning the war is conceded from 
all quarters. This was the first step in preparation for 
sending the United States Army overseas. 

The next step Avas the development of the transport 
service and the convoy and escort system. In this work 
the Cruiser and Transport Force cooperated with the 
destroyers and other anti-submarine craft abroad. In 
addition. Great Britain, France and Italy supplied troop 
sJiips. As would be expected from Great Britain's enor- 
mous merchant marine, she was able to supply the great- 
est carrying capacity. She had the ships ready for this 
use, and 48Vi per cent of the American Army were trans- 
ported in British steamers ; 2V2 pei" cent were carried in 
French ships, and 3 per cent in British leased Italian 
vessels. The remaining 461/4 per cent were carried in 



26 HISTORY OF TRANSPORT SERVICE 

United States ships, and all but 21/^ per cent of these 
sailed in United States naval transports. 

All the troops carried in United States ships were 
escorted by United States men-of-war; that is, cruisers, 
destroyers, converted yachts, and other anti-submarine 
craft. Also for the most part the troops carried in 
British, French and Italian ships were given safe con- 
duct through the danger zones by United States destroy- 
ers. Roughly, 82-')4 per cent of the maximum strength 
of the naval escort provided incident to the transporta- 
tion of United States troops across the Atlantic was 
supplied by the United States Navy, 14% per cent by 
the British Navy, and 3l^ per cent by the French Navy. 

In making our Army in France effective, special men- 
tion should be made of the Naval Overseas Transporta- 
tion Ser\dce. Little could have been accomplished 
without these unromantic, rusty, slow plodding tramps, 
transporting food, munitions and supplies. 

It was one of the anomalies of this war due to our 
small deep sea merchant marine that instead of mer- 
chant sailors being called upon to help man our battle- 
ships, the war fleet was called upon to help supply trained 
officers and men for transports and freighters. 

The newly-created Emergency Fleet Corporation and 
the Shipping Board did their best, and indeed accom- 
plished wonders in quickly building and equipping a vast 
merchant fleet ; but in obtaining civilian crews to operate 
the ships they were heavily handicapped by labor condi- 
tions and the lack of trained seamen. When the shipping 
board turned to the Navy for assistance, that our naval 
establishment was ready to operate successfully an enor- 
mous merchant fleet was a war-winning factor which is 
now too frequently overlooked. 

In the latter part of 1917, the Naval Overseas Trans- 
portation Service was organized under the Navy Depart- 



THE NAVAL MISSION 27 

ment and supervising branch offices were established in 
the principal Atlantic ports ; 72 vessels were originally 
assigned to this service but when the Armistice was 
signed the Navy had a cargo fleet of 453 ships, including 
106 ready to be taken over. The Naval Personnel oper- 
ating these ships numbered 5,000 officers and 45^000 en- 
listed men. This cargo fleet was additional to the fleet 
of troop transports also manned by the Navy. 

The crews of some of these freighters endured the 
greatest hardships of the war^ They faced not only the 
menace of the U-boat, but also the perils of the deep, 
danger of collision and shipwreck, and the liability of 
instant death by accident from inflammable and explosive 
cargoes. 

Nor should the Ship Control Committee be forgotten. 
This Committee, headed by Mr. P. A. S. Franklin, was 
charged with loading the cargo and quick turn-around of 
the vessels. The services of Mr. Franklin and his as- 
sistants are part of the history of war transportation 
and supply. To quote the expression of General Shanks 
(Commanding General at the Port of Embarkation in 
New York), "Our great embarkation service was of a 
threefold character, the Navy, the Army, and the Ship 
Control Committee." 

At the time of our entry into the war, although we 
had a very small deep-sea Merchant Marine, our coast- 
wise and inland shipping industry was a flourishing one. 
The ships for the most part were unsuitable for overseas 
work, but the personnel trained in them was of excellent 
quality and proved an invaluable accession to naval 
strength. I think I can speak with authorltv <^f the fine 
work done by both officers and men. In the C aiser and 
Transport Force the Merchant Marine and the Navy 
worked together, without difference or distinction, shoul- 
der to shoulder, **all of us together on the capstan bars." 



28 HISTORY OF TRANSPORT SERVICE 

The outstanding lesson whicli the experience of the 
war has driven home is the vahie both in peace and in 
war of a prosperous deep sea Merchant Marine. 

SUMMAEY OF TRANSPOKT OPERATIONS 

Previous to 1917 the idea of a United States overseas 
expeditionary force numbered by millions was regarded 
as a remote if not impossible contingency. Consequently 
no extensive peace-time preparations had been made for 
such an undertaking. The declaration of war with Ger- 
many found the United States without a transport fleet 
and without a merchant marine capable of supplying 
ships for transporting a large military expedition. At 
this time the Cruiser and Transport Force had not been 
developed. Of the twenty-four cruisers later gathered 
together for war service in this command, some were in 
the Atlantic Fleet, some on special duty, some unas- 
signed, while still others were in the navy yards in re- 
serve, manned by reduced complements. Out of the 
forty-eight naval transports engaged in carrying troops 
abroad only two were then in the naval service. These 
were the Henderson, still under construction, but nearing 
completion, and the Hancock, an old vessel of slow speed, 
later withdra^vn from overseas transport duty because 
of her unseaworthy condition. The Army had a few 
transports but they were not suitable or ready for trans- 
Atlantic service. 

Thus it was that our Navy entered a new field of 
operations. Without warning, the Navy Department and 
the War Department were confronted with the problem 
of sending to Europe hundreds of thousands of soldiers 
— ^how many, no one could tell. Joffre, in an interview 
with the Secretary of War in May, 1917, said that he 
thought that 400,000 would be our limit, and that one 




iENKRAL PKKSHING AND ADMIRAL CLEAVES ON DECK OF 

J. s. s. "Seattle" in the harbor of Brest 



w 




". S. S. "SEATTIX" 




ADMIRAL GI.KAVES AND AIDES AT JOXCIIEVY, FRANCE, 5 JULY 
1917. HEADQUARTERS OF GENERAL JIICHELER, 
COMMANDING 5tH FRENCH ARMY 



■.?'^- 










POINT ESPAGNOLE, CONVOY RECONNAISSANCE 
POINT, BREST ROADSTEAD 




CEKEMOXIES AT LAFAYETTe's TOMB, PICPUS CEMETERY, 4tH JULY, 
1917. FROM LEFT TO RIGHT: GEXERAL PERSHIXO ; BRAND 
WHITLOCK, U. S. MINISTER TO BELGIUM; ADMIRAL GLEAVES ; 
M. PAINI.EVE, MINISTER OF WAR, FRANCE 







C'ONC.ESTKl) CONDITION OK ST. N.\/..\lHi: UMiHoll. Till; T AXniXC. 
I'l.AcK OF Tin: IIKST KXI'F.DITIOX 




U. S. S. "CVCI.OPS," ".^rVSTEBY Sllll''' 



THE NAVAL MISSION 29 

French port would be sufficient to receive them. How 
amazed he would have been could he have looked into 
the crystal and seen what this country transported to 
France in men and material during the next eighteen 
months. 

It is a remarkable and noteworthy example of Amer- 
ican ingenuity and zeal that, starting with almost noth- 
ing at the beginning of the war, a United States naval 
transport service was built up which carried almost a 
million soldiers to Europe. In spite of the determined 
efforts of submarines to prevent it, their numerous at- 
tempts were frustrated and these troops were landed in 
Europe. This was accomplished without the loss of a 
single soldier by the hand of the enemy.^ 

The splendid cooperation of the Army made this pos- 
sible. The Army organized and developed an efficient 
system for loading and unloading the ships at the ter- 
minal points. The Navy transported the troops and 
safeguarded them en route. 

General Ludendorff 's book reveals the promises made 
by the German naval chiefs that their submarines would 
prevent the transportation of United States troops. 
When the soldiers began to arrive the German people and 
the German press began to complain bitterly that these 
promises had not been kept. In spite of renewed promises 
and redoubled efforts our transports continued to arrive 
without losses while East-bound. This resulted in the 
fall of von Capelle. His successor, Admiral von Mann, 
was equally unsuccessful, although for a time submarines 
were diverted from trade routes to concentrate their ef- 
forts against our transports. When the British steamer 
Justicia was sunk the German Admiralty officially an- 
nounced that it was the Leviathan loaded with Ameri- 

' This refers to the U. S. Naval Transport Force. U. S. soldiers embarked 
in the British steamer Tuscania were lost when that vessel was torpedoed 
and sunk and 102 more were killed or drowned when the American freighter 
Ticonderoga was sunk by a U-boat. 



30 HISTORY OF TRANSPORT SERVICE 

can soldiers. The consequent jubilation in the German 
press, followed by depression when the truth was ascer- 
tained, is an indication of how eagerly the enemy sought 
to revive the morale of the people by successful opera- 
tions against our troopships. 

On homeward-bound voyages, however, the Navy was 
not so fortunate. In a measure this was due to need of 
concentrating maximum naval escort protection on 
troop-laden convoys. Frequently this necessitated lighter 
escort for the ships returning, and it was on these home- 
ward-bound vessels that the submarines scored their suc- 
cesses. The United States Transports Antilles, Presi- 
dent Lincoln, and Covingto^i were torpedoed and sunk. 
The Finland and Mount Vernon were torpedoed, but 
were able to reach port for repairs. The United States 
armored cruiser Smi Diego struck a mine laid by a Ger- 
man submarine and was sunk. 

The seiTice was not without hazard, as is shown by 
the fact that more than half of the war casualties in 
the United States Navy were suffered in the Cruiser and 
Transport Force. This was to be expected because the 
large deep draft ships were the chief prey sought by the 
enemy U-boats. Nor were the enemy guns and torpedoes 
the only menace — danger from fire and internal damage 
was enhanced by the machinations of enemy secret agents, 
and the likelihood of collision was increased by the ne- 
cessity of maneuvering without lights in convoy forma- 
tion vessels manned for the most part by inexperienced 
crews. 

On November 11, 1918, when the Armistice was 
signed, the Cruiser and Transport Force of the United 
States Fleet numbered twenty-four cruisers and forty- 
two transports, manned, exclusive of troops carried, by 
about 3,000 officers and 42,000 men. This is in addition 



THE NAVAL MISSION 31 

to the 453 cargo ships which the Navy manned and oper- 
ated with 5,000 officers and 45,000 enlisted men. 

After the signing of the Armistice the United States 
Transport Fleet expanded still more, and developed into 
a fleet of 149 ships manned by 4,238 officers and 59,030 
men, with the gratifying result that 86.7 per cent of our 
overseas army was brought home under the Stars and 
Stripes. 

The return movement began immediately after the 
Armistice and continued at a much more rapid rate than 
was attained in. going over. In June, 1919, our Naval 
transports, which had been increased in number by sev- 
enty-one ships, brought back in 115 ships 314,167 combat- 
ant troops, while foreign ships carried an additional 
26,825. The maximum number transported during the 
war — ^by all ships in one month — was 311,359. From 
November, 1918, to July, 1919, a total of 1,493,626 had 
been returned to the United States. The older battle- 
ships and armored cruisers were also used in the re- 
patriation of our soldiers. The United States Navy 
alone transported across the Atlantic a grand total of 
2,511,047 soldiers. 

The scope of this book is a brief narrative of the 
adventures and achievements of the United States 
Cruiser and Transport Force compiled from the official 
files with such explanatory notes and summaries as ap- 
pear necessary for reason of coherence and clearness. 

It has been authoritatively said that the best way to 
write history is to let those w^ho made it tell their own 
story in their own words. In the following pages it has 
been attempted to use this method and they are made up 
largely of quotations from those who took part in the 
operations. 



CHAPTER n 

THE FIEST EXPEDITION 
PEEPAEATION" 

At the time the United States entered the war I was in 
command of the Destroyer Force of the United States 
Atlantic Fleet and had had this assignment for about one 
year and a half. I was summoned to Washington on May 
23, 1917, and informed by the Secretary of the Navy 
that in addition to my other duties I had been selected 
to command the first expedition to France. On May 29th, 
I received formal orders designating me *' Commander 
of Convoy Operations in the Atlantic." 

My flag was then flying in the armored cruiser Seattle, 
and I proceeded immediately to New York to expedite 
preparations. The 9th of June had been set for the sail- 
ing date, but, after a personal inspection of the ships 
which the War Department had chartered and was con- 
verting into transports, and having conferred with the 
Army Quartermaster, I recommended that the sailing 
date be advanced to June 14th; this date was selected 
not without consideration of the phase of the moon as 
affecting night submarine attack at the expected time of 
arrival off the French Coast. 

The Navy then had three vessels available for troop 
transport work, the Hancoch, the Henderson and the 
recently seized German converted steamer Prinz Eitel 
Friedrich, renamed the DeKalb, The Army had a few 

32 



THE FIRST EXPEDITION 33 

regular transports, but none were suitable and ready 
for trans-Atlantic convoy operations. It was necessary 
to commandeer such ocean-going vessels as could be 
found and alter them as quickly as possible for carrying 
troops. 

Unfortunately we had no adequate deep-sea Mer- 
chant Marine to draw upon and the somewhat motley as- 
semblage of ships finally gathered together for the first 
expedition did not long survive the duty imposed upon 
them. Some were torpedoed, others relegated to carry 
cargo and cattle, and some were subsequently wrecked 
or dropped out altogether because of unseaworthiness. 

Looking back to the first expedition of June, 1917, it 
seems indeed that the hand of Providence must have 
been held over these *'arks" or the task never could have 
been accomplished. Who would have dreamed at that 
time that we were laying the foundation of the greatest 
transport fleet in history? 

As the terms '* train," ''escort,'^ and ''convoy" are 
somewhat confusing to those unfamiliar with naval ter- 
minology, it might be well to define them. *' Train" re- 
fers to a body of troopships or cargo ships or other 
vessels requiring protection and making passage in com- 
pany. The term ''escort" designates the fighting ships 
which accompany and protect the "train." The en- 
tire assemblage of ships consisting of both "train" 
and "escort" comprise a "convoy." For example, we 
would speak of a "convoy" of twelve ships including the 
"train" of six transports with an "escort" of one 
cruiser and five destroyers, or "escorted" by one cruiser 
and five destroyers. 

The first expedition comprised four convoys made up 
as follows: 



34 HISTORY OF TRANSPORT SERVICE 



CONVOY GROUP I 



TRAIN 

Troopship Saratoga 

(Lt. Comdr. L. Coxe) 
" Havana, 

(Comdr. J. R. Defrees) 
" Tenadores. 

(Comdr. W.R. Sexton) 
" Pastores. 

(Comdr. B. B. Bierer) 



ESCORT 

Armored Cruiser Seattle. 

(Captain D. W. Blamer) 

Auxiliary Cruiser De Kalb. 

(Comdr. W. R. Gherardi) 

Converted Yacht Corsair. 

(Comdr. T. A. Kittenger) 

Destroyer Wilkes. 

(Lt. Comdr. J. C. Fremont) 

Destroyer TeiTv. 

(Lt. Comdr. J.>. Shafroth, Jr.) 

Destroyer Roe. 

(Lt. Comdr. G. C. Barnes) 



CONYOY GROUP n 



TRAIN 



Troopship Momus. 

(Comdr. W. N. Jeffers) 
" Antilles. 

(Lt. Comdr. D. T. 
Ghent) 
** Lenape. 

(Lt. Comdr. P. E. 
Dampman) 



ESCORT 



Scout Cruiser Birmingham. 
(Comdr. C. L. Hussey) 
Converted Yacht Aphi-odite. 
(Lt. Comdr. R. P. Craft) 
Destroyer Fanning. 
(Lt. A. S. Carpendar) 
Destroyer Burrows. 
(Lt. H. V. McKittrick) 
Destroyer Lamson. 
(Lt. W. R. Purnell) 



CONVOY GROUP m 



TRAIN 

Troopship Mallory 

(Lt. Comdr. G. P. 
Chase) 
« Finland. 

(Comdr. S.V.Graham) 
" San Jacinto. 

(Lt. Comdr. S. L. H. 
Hazard) 



ESCORT 

Cnnser Charleston. 

(Comdr. E. H. Campbell) 

Armed Collier Cyclops. 

(Lt. Comdr. George Worley) 

Destroyer Allen. 

(Lt. Comdr. S. W. Bryant) 

Destroyer MeCall. 

(Lt. Comdr. L. M. Stewart) 

Destroyer Preston. 

(Lt. j.g. C. W. Magruder) 



THE FIRST EXPEDITION 



35 



CONYOT GROUP IV 



TRAIN 



ESCORT 



Cargo Ship Montanan 

(Comdr. P. N. Olm- 
stead) 
" Dakotan. 

(Comdr. C. 
« El Occidente, 

(Lt. Comdr. H. 
Osterhaus) 
" E. Luekenbach. 

(Lt. Comdr. A 
Pickens) 



Cruiser St. Louis. 
(Comdr. M. E. Trench) 
Cruiser Transport Hancock. 
(Captain E. T. Pollock) 
Shackford) Armed Collier Kanawha. 
(Lt. Comdr. R. Werner) 
Destroyer Shaw. 
(Lt. Comdr. M. S. Davis) 
Destroyer Ammen. 
(Lt. G. C. Logan) 
Desti'oyer Flusser. 
(Lt. j.g. R. L. Walling) 
Destroyer Parker. 
(Lt. Comdi-. H. PoweU) 

The table below shows the pre-war owners and em- 
ployment of vessels used in this convoy : 



W. 



C. 



Name 



Gross 
Tonnage 



Saratoga 6391 

Havana 6391 

Tenadores 7782 

Pastores 7781 

Momus 6878 

Antilles 6878 

Lenape 5179 

Mallory 6063 

Finland 12,229 

San Jacinto 6069 

Montanan 6659 

Dakotan 6657 



E, Luekenbach. 



2730 



Ldne 

New York & Cuba Mail 

S. S. Co. 
New York & Cuba Mail 

S. S. Co. 
Tenadores S. S. Co. 

Pastores S. S. Corp. 

Southern Pacific Company 

« II n 

Clyde S. S. Co. 
MaUory S. S. Co. 
Dampfsch. Ges. Argo. 
Mallory S. S. Co. 
American S. S. Co. 
American & Hawaiian S. S. 

Co. 
Luekenbach S. S. Co. 



Duty 

Mail Steamer 
Mail Steamer 

United Fruit 
Co. Line 

United Fruit 
Go. Line 



Cargo carrier 
Cargo carrier 



The arrangement of bulkheads and compartments in 
most of these transports was not at all satisfactory from 
the standpoint of water-tight integritj. This added to 



36 HISTORY OF TRANSPORT SERVICE 

our anxieties, as it meant that little time would be af- 
forded to save life in case a torpedo found its mark. 

The Matmiee (Lt. Comdr. H. C. Dinger), an oil tanker, 
sailed from Boston a few days before the expedition 
sailed from New York to take her previously assigned 
station on the route of the convoy to refuel the destroyers 
as might be required. 

Oiling at sea was one of the maneuvers which had 
been developed in the Destroyer Force three or four 
months before the war. A division of destroyers had 
been oiled en route to Queenstown at the rate of 35,000 
gallons per hour, in a moderate sea, and the wind blowing 
a half gale. Without the ability to oil at sea the destroy- 
ers would have had to be towed and the eastward move- 
ment correspondingly delayed. Only the newest destroy- 
ers, those which could get over to the other side by one 
refueling, were designated to go all the way across, while 
the old boats, the short-legged fellows, as they were 
called, went only half way or as far as their oil could 
carry them, and then returned to New York, or in case of 
necessity called at St. Johns or Halifax, and as a rule 
they had to steam against strong headwinds on the way 
back. 

The work of converting the requisitioned cargo ships 
was pressed to the utmost. They were armed with guns, 
fitted with lookout stations, a communication system and 
troop berthing accommodations. The method of com- 
missary supply and messing was worked out and the 
sanitation of the ships improved as far as possible. Life 
belts were supplied in a quantity 10 per cent in excess of 
the number of passengers carried. Special measures 
were taken to protect life in case of casualty, and suffi- 
cient rafts were provided so that if life boats on one side 
could not be launched because of the listing of the ship 
or other reason, all hands could still be accommodate^. 



THE FIRST EXPEDITION 37 

Attention was given to the paramount necessity of land- 
ing the troops in good health and in good spirits. 

The instructions issued to all ships were, in brief, as 
follows, and every man had to be as familiar with them 
as with the Lord's Prayer: 

1. The use of maximum speed through the dan- 
ger zone. 

2. Trained lookout watches made effective by 
an efficient system of communication between offi- 
cers of the deck and fire control watch. 

3. Continuous alert gun watches in quick com- 
munication with lookouts through the fire control 
officer. 

4. Constant zigzagging. 

5. Minimum use of radio; reduction of smoke 
to a minimum; darkening of ships at night ; throwing 
nothing overboard lest it point to the trail. 

G. A trained officer always alert and ready to 
use the helm to avoid torpedoes. 

7. Special prearranged day and night signals 
between ships on manner of maneuvering when sub- 
marines were sighted. 

8. Use of guns and depth bombs by all trans- 
port and escort vessels. 

In addition, it was directed that Abandon Ship drills 
be held daily; that in the danger zone at daybreak and 
twilight, the hours most favorable to submarine attack, 
troops be assembled at Abandon Ship Stations fully 
equipped and prepared to leave the ship; that water- 
tight doors always be kept closed; that all communica- 
tion pipes and ventilator ducts be kept closed as much as 
possible; that the water-tight bulklieads be frequently 



38 HISTORY OF TRANSPORT SERVICE 

examined — in short, that everything possible be done 
first, to guard against disaster, and second, to save the 
ship and to save life if mined or torpedoed. 

On the 4th of June, I went to "Washington for final 
instructions. On leaving the Secretary's office, Mr. Dan- 
iels said: ''Admiral, you are going on the most important, 
the most difficult, and the most hazardous duty assigned 
to the Navy — good-by. ' ' My friends in the Department 
wished me God-speed and that night I returned to Newj 
York. ! 

On June 7, 1917, I issued the following secret order 
to the Commanders of the ships comprising this First 
Transport Fleet: 



Secret. 



DESTROYER FORCE, ATLANTIC FUEET 

U. S. S. Seattle, Flagship 



Op. Order. 
No.l. 

Forces : 



7 June, 1917. 



(a) Convoy Group One. 

Train: Tenadores, Saratoga, Havama, Pas- 
tores. 

Escort: Seattle, Corsair, De Kalh, Wilkes, 
Terry, Roe. 

(b) Convoy Group Two. 

Train : Momus, Antilles, Lemape. 
Escort: Birmingham, Aphrodite, Fanning (if 
ready), Burrows, Lamson. 

(c) Convoy Group Three. 

Train : Mallory, Finland, San Jacinto. 
Escort: Charleston, Cyclops, Allen, McCall, 
Preston. 



THE FIRST EXPEDITION 39 

(d)' Convoy Group Four. 

Train: Montancm, Ddkotan, Occidente, LuckeU' 

hach. 
Escort: St. Louis, Hmicoch, Shaw, Ammen, 

Fliisser, Parker. 

1. Reports of enemy submarine activity indicate that 
the area of greatest activity is East of longitude twenty 
West, and within a circle radius five hundred miles from 
FAYAL, AZORES. Submarines may be encountered 
on the Atlantic Coast of the United States and Canada. 
Every effort has been made to hold secret the sailing of 
the convoy but it may be assumed that the departure of 
convoy from the United States and the hour of departure 
will be communicated to the enemy. It is possible that 
particular eifort will be made by the enemy to accom- 
plish the destruction of the convoy and no part of the 
waters traversed by the convoy may be assumed to be 
free from submarines. Enemy raiders may be encoun- 
tered. 

2. This force will furnish transportation and escort 
for U. S. Troops and their equipment to the port desig- 
nated. 

3. (a) (b) (c) (d). Escort assembles AM- 
BROSE CHANNEL LIGHTSHIP at 

— see area clear. Convoy arrive AMBROSE CHAN- 
NEL LIGHTSHIP at Groups take forma- 
tion specified and proceed without delay on course and 
speed signaled by Group Commander. 

The date and hour for departure will be given orally 
to Group Commanders. 

(v) Coal burning destroyers attached to any group 
will continue with Group such distance as will permit 
destroyers to return to U. S. Port without refueling — 
where they will report arrival to Commander in Chief 
and request instructions. 

(w) The Maumee has been stationed at sea on the 
route of the convoy to refuel oil-burning destroyers. 
"When last destroyer of Group Four has refueled Ma/Ur 



40 HISTORY OF TRANSPORT SERVICE 

mee will proceed to ST. JOHNS, NEWFOUNDLAND. 
Group Commanders will be informed orally of Maumee's 
position and this position will also be contained in the 
sealed instructions to each ship. 

(x) Oil-burning destroyers will refuel from Mawmee 
when directed by the Group Commander. Seven hun- 
dred fifty ton destroyers will after refueling from Mcm- 
mee continue with convoy such distance as will permit 
them to proceed to ST. JOHNS, NEWFOUNDLAND, 
without again refueling. Thousand ton destroyers will 
continue to destination. 

(y) Yachts will continue with convoy to destination. 
If it become apparent that their fuel capacity is not suffi- 
cient, yachts will be directed to proceed to FAYAL, 
AZORES, to refuel and thence to destination. / 

(z) Before arrival at destination convoy will be met 
by a Division of destroyers. This division of destroyers 
will form part of escort from meeting point to desti- 
nation. 

4. All ships will be fueled to maximum capacity. 

5. Convoy Commander in Seattle. If necessity for 
use of radio arises use sig code quintuple cipher 3084 — 
672—5934—186—7865. 

(s) D. W. Blamer, Captain, U. S. N., 
Chief of Staff for 
Albert Gleaves, Eear Admiral, U. S. N. 
Commander Destroyer Force, Atlantic 
Fleet and U. S. Convoy Operations in the 
Atlantic. 

Copies to: 
Operations 
C-in-C. 
Ships Mentioned (2)'. 

Previous to sailing, two groups were assembled in 
the North River and the others at the overcrowded an- 



THE FIRST EXPEDITION 41 

, chorage at Tompkinsville, Staten Island. At daylight 

i on the 14th of June, the ships got under way in one of the 

densest fogs that I have ever seen in New York. This 

called for good seamanship, but the movement in the 

, narrow tide-swept channel was accomplished without 

mishap, save for one destroyer, which was caught in the 

anti-submarine nets at the Narrows and had to return to 

^the Navy Yard for repairs. 

! When this was reported to me, I recalled the fact 
that just before sailing the Captain of this destroyer 
handed me a report to the Commandant of the District 
stating that in his opinion the submarine net at the en- 
trance of New York Harbor was inadequate and not 
likely to stop any determined enemy submarine which 
might attempt to enter. At about the same time that the 
Commandant received this report the author appeared 
in the Commandant's office with his request for repairs 
|to damages caused by that very net. 
I This was not the only trouble which developed. The 
Corsair was unable to keep up owing to green firemen 
and fell back to the second group, being replaced by the 
Fanning, which afterwards greatly distinguished herself 
by capturing the first prize of the war. Another de- 
stroyer developed condenser trouble on June 16th and 
was sent back to New York for repairs. 

The groups sailed at intervals of two hours from 
Ambrose Channel Lightship, except Group IV, which was 
held by the Department twenty-four hours for belated 
dispatches and stores. Group I was the fastest, Group 
IV the'slowest, and their departure was timed to avoid 
congestion at the eastern terminus. It is obvious that 
as the expedition advanced the intervals between the 
groups opened out, thus increasing the difficulties of sub- 
marines lying in wait to attack. 



42 HISTORY OF TRANSPORT SERVICE 

The first group proceeded at fifteen knots, the second 
at fourteen, the third at thirteen and the last at eleven. 

Throughout the voyage the weather was pleasant. 
The morale of the troops was excellent, and as they fa- 
miliarized themselves with the ship's organization aiid 
plans for saving life in case of disaster, their confidence 
in those responsible for their safety overcame the natural 
timidity of the landsman embarked on such a dangerous 
passage. 

The necessity of having no one on lookout who could 
not speak the language soon became apparent. In the 
inky blackness one night I asked a muffled lookout on 
the quarter-deck what he would do if he saw a periscope. 
He replied: ''I gotta tell 'a Sargn't." 

He was one of the bandsmen. ' 

At 10 :15 P. M. June 22nd, in Latitude 48° 00' N., Lon- 
gitude 25° 50' West, the first group was attacked by 
enemy submarmes. 

At this time w^e were crossing the line from North 
Ireland to the Azores, the probable route of U-boats 
bound for those islands. The Azores were then under 
suspicion as hiding an enemy submarine base. The es- 
cort reenforcement from the east had not joined up but 
was due to meet us a little further to the eastward. It 
is suspected that the Germans also had this information 
and timed their attack accordingly. After the sinkings 
made by the JJ-53 off Nantucket, however, we knew that 
we had to be ready at all times, even in our home waters, 
to repel submarines, and we were not caught off our 
guard. The cruising dispositions made for protecting the 
troop ships placed the cruiser Seattle, my flagship, ahead, 
and to starboard of them, with the auxiliary cruiser Be 
Kalh ahead and to port, thus covering the most likely 
angles for enemy approach. 

My first intimation of the presence of the enemy was 



THE FIRST EXPEDITION 43 

the report by Seattle lookouts of sighting in the extremely 
phosphorescent water the wake of a submarine crossing 
our bow from starboard to port toward the convoy. Si- 
multaneously with this report and before the Seattle had 
time to give the prescribed alarm, the De Kalb, which 
had sighted two torpedo wakes, one passing ahead and 
the other astern, opened fire. Two torpedoes also passed 
close to the Eava/na. Captain Gherardi, of the De Kalb, 
who was on the bridge of his ship, told me afterwards 
how he plainly followed for several hundred yards the 
unmistakable straight track of a torpedo by its telltale 
wake of bubbles. He handled his ship to perfection and 
disaster was averted. It is the irony of fate that little is 
heard of the Captain who by constant vigil and alert 
attention to duty saves his ship. It takes an explosion 
with attending loss of life and excitement to make popu- 
lar appeal. This, however, is beside the point. 

Fortunately, our protective measures were effective 
and in accordance with the prescribed doctrine the ma- 
neuver to evade the enemy at night was performed in a 
prompt and seamanlike manner. The ships of the right 
and left columns of the convoy turned to starboard and 
port, respectively, and ran at full speed as per instruc- 
tions. There were no torpedo hits and no evidence of 
injury to the enemy. The convoy reformed at daylight 
and proceeded on its course. 

Lieutenant T. E. Van Metre, U. S. Navy, Executive 
OflScer of the destroyer Wilkes, was stationed at the spe- 
cial listening device known as the oscillator which had 
recently been installed in that vessel and he reported: 
''I put on the headgear and heard coming into the re- 
ceivers quite strongly the sound of a submarine running 
totally submerged. The sound grew in intensity until I 
could hear it in both receivers, although much louder in 
the starboard one. I called to the Captain (Lieutenant 



44 HISTORY OF TRANSPORT SERVICE 

Commander J. C. Fremont, U. S. Navy) that I believed 
the submarine was close aboard on the starboard bow." 

A little later, after we had left this submarine astern, 
Van Metre reported that he heard faintly what he be- 
lieved to be another submarine running on the surface. 
This experience demonstrated in a striking way the 
value and possibilities of listening devices to detect sub- 
marines. 

It was afterwards learned from a confidential bulle- 
tin issued by the French Admiralty on July 6th, that on 
the 25th of June in the same vicinity the British steamer 
Fernleaf was attacked, and on the 29th of June, 400 miles 
north of the Azores, the Benquela and Lyna were sunk. 
On the 4th of July, presumably from the same subma- 
rine, the port of Ponta Delgada in the Azores, received 
a few shots. It was the conclusion of the French bulletin 
from these activities that submarines had been sent out 
from the German secret base known to exist in the Azores, 
to intercept our convoy expedition. 

On the 24th of June, in the afternoon, we sighted the 
Queenstown destroyers, and right glad we were, too, as 
they bore down to take their stations around us. We 
had joined up with them on time at the appointed ren- 
dezvous, which was a good piece of navigation on both 
sides. The destroyers immediately began zigzagging and 
I remember that Hanrahan's swift destroyer, the Cush^ 
ing, took station ahead of us and seemed to be doing a 
sort of ''do-see-do" fig-ure of the old-fashioned quadrille. 

The next day smoke was sighted to the northward 
and I sent Alfor-l Johnson, commanding the destroyer 
O'Brien, to reconnoiter. It proved to be the French 
escort, composed of two small destroyers. 

Floating wreckage all around us gave sinister evi- 
dence of the activities of the submarines as was also 
frequent S. 0. S. and ''Alio" wireless calls. At this 



V)I 




^JuL, 





si:a i'lam; scoirixo 



STARTING SEA I'J.AM. oil CATAPULT 
AS RIGGED OX THE XT. S. S. 
"IIUNTIXOTOX"' 




I IIOISTIXG IX SEA PLANE Al II pi II i i I lis rilOM 
IIF.C'OX XAISSANCE FLIOTTT 





WATCHTXG FOR THE KXE:MY. 
MAST-HEAD LOOKOUT 



OBSERVATION BALLOON TOWED ALOFT 
FROIW LEADIXG CRUISER OF CONVOY 




BLIMP ESOOHTING TRANSPORT THROUGH DANGER ZONE 




CONVOY OK TKOOl'SHIl'S AT SEA 




CONVOY or TUOOFSIUI'S AT SEA 




<"^\iM-<(j| I 1(1 l(, II I IJ!- \IM:A, ESCORTED BY 
A.MERICAN UESTKOVEKS 





i;x.\Mi>i KS or CA^ioiFiAdi; : 

"lAlRlAx" AND "s:MAI l" 



S. S. DKSTllOYI'.RS 




KXA^ll'I.F.S OK I AMOl'l I \(;i: : r.S.S. "NOHTII I'AIIOIINA 



THE FIRST EXPEDITION 45 

time the submarine warfare was at its heiglit and it has 
been frequently remarked that never after was there 
so much wreckage to be seen in the Bay of Biscay. At 
3 :00 P. M. we sighted Belle Isle and shortly afterwards 
two airplanes and a dirigible were seen over the land 
coming out to greet us. 

The most trying experience of the voyage was now 
to come. We were passing to the southward of Belle 
Isle when at 8 :00 P. M. I received a radio report from 
Brest, dated at 6 :00 P. M. that two submarines had been 
sighted thirty miles to the southward of the group's then 
position, both submarines standing to the northward. In 
other words, they could easily have been within six miles 
of the group at the time the message was received. 

In spite of this all vessels of the group were com- 
pelled to slow down well outside the entrance to Croisic 
Bay, in order to take on board pilots to steer us through 
the mine fields which the Germans had generously planted 
in the vicinity, and I confess to a bad quarter of an hour 
while waiting to get them on board. So much time was 
lost that the group was compelled to anchor in the open 
roadstead and wait for daylight. 

That the group was not attacked that night seems in- 
explicable as the Germans lost a marvelous opportunity. 
As a matter of fact, the channel we took into St. Nazaire 
was planted with mines by the enemy the following night, 
and the other groups of the expedition used another 
channel. 

The fourth group was also attacked on June 29th, and 
the Commanding Officer of the Luckenbach reported: 

"About 10:30 A. M., this vessel was attacked by 
a submarine, and one torpedo was seen to pass 
within about 50 yards of the Luckenbach. The 
course of the ship had just been changed by the 
Commanding Officer to avoid this torpedo, aod the 



46 HISTORY OF TRANSPORT SERVICE 

torpedo was seen to come to the surface in the wake 
of the Luckenhach at the point where the change of 
course took place." 

Of this incident the Commanding Officer of the 
Kanawha reported that he saw a submarine when the 
torpedo was fired and watched the wake, the submarine 
being directly between the Kanaivha and Luckenbach, 
and close upon the Kanawha. It was his opinion that 
the Luckenbach would be hit and his crew gave a cheer 
when they saw her change course to go clear. 

Lieutenant (j. g.) J. C. Carey, U. S. Navy, was in 
charge of the battery of the Kanawha, which did some 
very good shooting at this submarine's periscope, drop- 
ping some shells almost on top of it, if they did not 
actually hit this small target. It may well be that those 
shots so confused the aim of the submarine as to cause 
her torpedoes to miss. 

Commander A. C. Pickens of the Luckenbach later 
remarked that he was just as well satisfied that the tor- 
pedo missed because his cargo consisted of 5,000 tons of 
ammunition, with a deck load of gasoline, hay, motor oil, 
and oxy-acetylene tanks. 

The second group encountered two submarines, the 
first at 11:50 A. M. 26th of June in Latitude 47° 01' N. 
and Longitude G° 28' W., about 100 miles off the French 
coast, and the second two hours later. The group was 
under escort of six additional American destroyers at 
the time. 

Both submarines were successfully evaded, and the 
destroyer Cummings, upon sighting the second subma- 
rine, headed for it at twenty-five knots. The submarine 
immediately submerged and the periscope was lost to 
view, but the course of the submarine was plainly dis- 
closed by a wake of bubbles. The Cummings passed 
about twenty-five yards ahead of this wake and dropped 



THE FIRST EXPEDITION 47 

a depth bomb, the explosion of which was followed by the 
appearance of several pieces of lumber, oil, bubbles and 
debris upon the surface. There was no further evidence 
of the submarine, and if not destroyed it is probable that 
it was at least baxlly damaged. 

Commander Neil, who made the counter attack on the 
submarine in the Cummings, was decorated by the British 
Government for this exploit. 

On the 2nd of July the last group arrived at St. Na- 
zaire. The entire expedition crossed without the loss of 
a man; one officer reported: *'We didn't lose but one 
horse, and that was a mule." 

The German Admiralty had boasted that not one 
American soldier should set foot in France. The bluff 
had been called and it could not have been called at a 
more psychological moment. 

Commander W. R. Sayles, our Naval Attache in Paris, 
was charged with the important duty of arranging the 
landing at St. Nazaire. Secrecy was of first impor- 
tance and conditions in France at that time made this 
particularly difficult. 

Commander Sayles made his plans as though the con- 
voy were going to Brest. As he expected, the Germans 
found this out and in the belief that our ships were bound 
for that port, the enemy mined the entrances. The sink- 
ing of the French cruiser Kleber by one of these mines 
is grim evidence of what had been prepared for the 
Yankee troopships. 

It is not surprising that the Germans were deceived 
as to our destination. Brest is an admirable port for 
troop debarkation, whereas St. Nazaire is ill adapted for 
this purpose by reason of its small size and lack of facili- 
ties. This port was not well knowTi and the landing of 
the first expedition put it on the map. 



48 HISTORY OF TRANSPORT SERVICE 

The channel is of such depth that vessels of deep 
draft can enter only at high water, while a five-knot tide 
makes it hazardous for vessels to move inside the harbor 
except at slack water. The holding ground is also bad. 
At various times our ships dragged anchor and serious 
damage was narrowly averted. 

The fact that little or no preparation was made there 
for our reception no doubt helped to deceive the enemy 
but also had disadvantages as will be seen. 

The arrival of so many transports within so short a 
space of time caused great congestion in St. Nazaire's 
small harbor. All the troopships carried cargo and 
large quantities of troop equipment and stores. The un- 
loading of all vessels and quick preparations for the re- 
turn voyage presented a perplexing problem with the 
poor facilities available and the shortage of labor. 

Five hundred negro stevedores had been brought from 
the United States by the Army to discharge ships, but 
they were found altogether unequal to handle such a large 
number of vessels. The Marine Regiment, which had 
been carried in the Henderson, De Kalb and Hancock, 
relieved the situation somewhat by turning to and dis- 
charging their own vessels. 

The sea wall was a scene of great activity as the docks, 
cranes, and railroads, endeavored to absorb several hun- 
dred per cent more than their usual capacity. From the 
ships ' holds were discharged boxes of provisions, ammu- 
nition, locomotives, baled hay, horses, automobile trucks, 
gasoline and other Army impedimenta. French steve- 
dores, American sailors and marines, negroes and Ger- 
man prisoners worked side by side. 

The basin at St. Nazaire was something to look at 
for the next two weeks, but one to which the inhabitants 
of that quaint Breton town were soon to become accus- 
tomed. 



THE FIRST EXPEDITION 49 

From the traiisportis an almost continuous stream of 
troops marched off over the cobblestones of the narrow 
winding streets to the camp in course of construction by 
German prisoners a few miles behind the town. 

The population gathered along the quays looked on 
in whispering wonderment at the young khaki-clad 
strangers who had appeared, almost over night, from over 
the seas. There was no cheering, no patriotic demon- 
stration, only the respectful silence of the women and 
children, the old men and the broken soldiers. In their 
eyes, however, was unuttered thanksgiving and also an 
unconscious, wistful look to see what they could read of 
the spirit of America in the faces of these, her soldiers. 

It was a joining of hands in war of France and 
America recalling the days of Lafayette and Rochambeau. 
In a few days the shyness disappeared and in its place 
came occasional smiles and spoken greetings. The mes- 
sage from America had been read aright — it was the 
promise of a great nation to stand by France to the finish. 



CHAPTER ni 

THE STAY IN FRANCEr-THE RETURN VOYAGE. 

On the evening of our arrival at St. Nazaire, I dined at 
La Boule, an attractive resort on the coast, a few miles 
out of town, and learned that General Pershing was to 
make a \dsit of inspection the following day to the new 
United States Army camp in process of construction just 
outside the city. 

It was arranged for General Pershing and General 
Sibert to lunch with me on board the flagship Seattle, 
and I invited a number of American and French officers 
to meet him. Major Frederick Palmer, at that time at- 
tached to Pershing's Staff, suggested that a number of 
French newspaper correspondents be asked to come on 
board after the luncheon for the purpose of interviews 
and taking photographs. 

The cabins of the Seattle were filled to overflowing 
and every one was in the best of humor. I remember 
what a fine impression the American Commander-in-Chief 
made upon every one. He was accompanied by his per- 
sonal aides and by General Peltier of the French Army, 
who had lost his arm at the Marne and had been detailed 
to Pershing's Staff by the French Government. 

After luncheon the newspaper men, about thirty, came 
into the cabin where I received them and presented them 
to Pershing in a brief speech in which I spoke of the 
services of the French Fleet in the Chesapeake which 
made possible Washington's victory at Yorkto^\Ti in 1781. 
In acknowledging this essential aid rendered by France 

50 



THE STAY IN FRANCE 51 

to us in our struggle for Independence, I said it was par- 
ticularly gratifying to have the honor of commanding our 
first troop convoy expedition to French shores. The 
General also made a few remarks and we both went on 
deck, where many pictures were taken in a pouring rain. 

It was at this time that Joseph Dunn, the stem man 
of the Captain's gig, was washed overboard, and before 
the boats could get to him he was swept away and under 
by the swift current. This was the first death in the 
Force. A few days later his body was recovered and 
shipped to the United States in the U. S. S. Cyclops, the 
ship which later in the war so mysteriously disappeared.^ 

We had another man-overboard-episode while in St. 
Nazaire which ended more happily. One evening, while 
the returning sailors of one of our liberty parties were 
embarking in the Seattle's boats at the dock, one of the 
party reported seeing a man overboard and going down. 
He jumped in and dove several times but could not find 
anything but a neckerchief. When the party was mus- 
tered in, our sail-maker's mate, old Ben Amble, was the 
only one reported missing and as the name on the neck- 
erchief appeared to be his, he was supposed to have been 
drowned. 

» V. S. 8. CYCLOPS, Mystery Ship. 

The 19,000-ton naval collier Cyclops disappeared at sea mysteriously, having 
been last heard from on the 4th day of March, 1918. She was a large and 
most valuable vessel carrying a crew of 293 officers and men. Quite some time 
afterward a bottle floated ashore at Baltimore containing a note signed by "John 
Rammond" of Chicago which said : 

"Our ship, the Cyclops, has been captured by an enemy submarine." 

There was, however, no man of the crew by the name of Rammond and 
the Navy Department attached no truth to this note found in such an unlikely 
locality. 

Enemy submarines had been frequently reported operating in the West 
Indies waters, and one theory advanced was that during the Cyclops' last stay 
in port before March 4th some German agent delivered to her forged ordera 
which may have led to her capture and destruction. The ship carried a valu- 
able cargo of manganese. All theories of the destruction of this vessel were 
carefully traced by the Navy Department, but no evidence has come to life to 
Indicate her fate and the ship has joined the ranks of the mystery ships of 
the sea. 



52 HISTORY OF TRANSPORT SERVICE 

The next morning a diving party went over to the dock 
to search for the body and while a diver was down and 
other men dragging the bottom with grapnels, who 
should come calmly ambling do^vn to the dock but old 
Ben Amble himself. When he learned what all the fuss 
was about and that he had been reported drowned, he 
was a surprised man and remarked that that was the 
first he knew of it. 

When the work of debarkation from the transports 
was finished, at the suggestion of our Embassy, I went to 
Paris for the Fourth of July celebration. I arrived i 
there on the morning of the Fourth, accompanied by my 
two aides, Lieutenant Commander A. L. Bristol and 
Lieutenant T. A. Symington. We were met at the Quai 
d'Orsay by our Naval Attache, Conunander Sayles, and 
by a French Naval officer representing the Admiralty. 
The latter informed me that he had been appointed my 
personal aide and liaison officer during my visit to Paris, 
and also placed a car at my disposal with the compli- 
ments of the Ministry of Marine. 

• The Fourth of July, 1917, in Paris, was an eventful 
day filled with historic incidents. The first function of 
importance was the presentation of a stand of colors to 
the United States Army by a French society. This took 
place at the ''Invalides." 

General Pershing received the colors in the presence 
of President Poincare. The court was crowded and 
every one seemed thrilled by the presence of the Ameri- 
can troops and, indeed, it was a stirring ceremony and 
one which must have made a lasting impression on all 
who took part in it. There were many war trophies 
from the recent battlefields in the enclosure and over all 
stood the heroic statue of Napoleon, looking down, as 
it were, from the top of the Hotel des Invalides. 

After the ceremony my own party drove through 



THE STAY IN FRANCE 53 

cheering crowds to the Admiralty Building, where I was 
presented to the Minister of Marine, Rear Admiral La- 
caze, and to the Chief of the Naval General Staff, Vice- 
Admiral Le Bon. This visit was necessarily brief be- 
cause we had to hasten from there to the Cemetery of 
Picpus to attend the annual ceremony of the American 
Society in Paris at the grave of Lafayette. 

Addresses were made there by Colonel Stanton, Gen- 
eral Pershing and Ambassador Sharp, and it is my dis- 
tinct recollection that it was Colonel Stanton, who, in 
his eloquent address, exclaimed: ''Lafayette, we are 
here ! ' ' Many of the most distinguished officials in Paris 
were present, among them Marshal Joffre and Mr. Brand 
Whitlock. 

I was much impressed by the tremendous enthusiasm 
shown by the bystanders who crowded the streets as our 
troops marched by. Young girls and women rushed into 
the streets and showered flowers upon them. Many flow- 
ers were thrown into my car. 

Luncheon at the American Chamber of Commerce in 
the Quai d'Orsay was attended by several hundred peo- 
ple. Speeches burning with enthusiasm and patriotism 
were made by M. Ribot, M. Viviani and others. General 
Pershing spoke briefly, but to the point. In M. Ribot 's 
address he said, with visible emotion, ''This is not only 
the Independence day of the United States, but it is the 
Independence day of the Nations." 

This luncheon was followed by an official reception 
given by Ambassador and Mrs. Sharp. The Embassy 
was thronged and all were in good spirits. It was quite 
evident that the pendulum had swung the other way and 
that the safe arrival of the American ships with troops 
had inspired the city with a gayety that it had not known 
for many months. 

In the evening General Foch gave a dinner to General 



54 HISTORY OF TRANSPORT SERVICE 

Pershing and his Staff at the Armonville in the Bois. 
To meet him were invited the Minister of War, the Mili- 
tary Governor of Paris and five Generals of Divisions. 

I sat on the right of M. Painleve, the Minister of War, 
and he spoke in the most commendatory terms of the safe 
transportation of the first American troops to France. 
Mr. Whitlock had said practically the same thing to me 
at Picpus, and also added that the American Navy had 
written a new page in history. 

I shall never forget the welcome that those warm- 
hearted people gave to us all. Words cannot describe it. 
It showed the tremendous moral effect, even upon the 
man in the street, which the safe arrival of the first con- 
voy at this critical period had made upon the nation. 

THE RETURN VOYAGE 

It was necessary to return all the ships of the expe- 
dition to the United States at the earliest possible mo- 
ment. As soon as their cargoes were discharged, the 
troopships were dispatched home in groups, escorted by 
the cruisers and destroyers which had come over with us, 
reenforced across the zone of greatest submarine activity 
by destroyers from Queensto^vn. The latter accompanied 
them to about 600 miles off the coast and then returned 
to Ireland. 

I remained on board the Seattle at St. Nazaire until 
the last ships were cleared and at noon of the 14th day 
of July sailed for New York, escorting the Cyclops, Ka- 
n-aivlia, Occidente, Luckenbach, Dakotan, Momus and 
Montanan. 

At my request, the French Government had made the 
preparations for our return escort through the subma- 
rine zone much more elaborate than had been the prepa- 



THE RETURN VOYAGE 55 

rations for our arrival. The reason for this was that 
during our stay in St. Nazaire the submarine activities 
had greatly increased. No less than three large Ameri- 
can schooners had been torpedoed near the mouth of 
the Loire and two steamers had been mined near Belle 
Isle. Our destroyer escort consisted of three French 
destroyers and five of our own. The French Government 
also supplied a dirigible and one or two airplanes. Two 
mine-sweepers preceded us. 

The rapid expansion of the Navy meant that we had 
many new recruits to train and careful attention was 
given to the instruction and drill of gun crews. In order 
not to delay convoy operations a method of conducting 
target practice en route was devised during the first 
expedition and all ships had target practice at sea when 
clear of the zone of greatest submarine activity. 

A periscope target was designed which would dive and 
expose itself at irregular intervals when towed 300 yards 
astern. All vessels were equipped with these targets, 
and each ship also organized a so-called rake party to 
take station in the stern of the towing vessel and observe 
the splashes over a long graduated rake measuring and 
recording the distance of the splashes over or short of 
the periscope target. 

The accuracy of the firing ships was thus checked and 
a method of scoring having been determined the gun 
crews were in competition, and excellence encouraged by 
the award of prize money. 

The firing ship was required to maneuver as it would 
in actual torpedo attack, heading for or away from the 
periscope. To hold practice it was not necessary to stop 
the convoy. The towing ship and firing ship were desig- 
nated by signal and proceeded with the firing, the other 
ships continuing on their course and keeping clear. 



56 HISTORY OF TRANSPORT SERVICE 

Keen interest was taken in this target practice and it 
is probable that more than one transport was saved by 
the skill developed in this manner by the gun crews in 
dropping a shower of shells near, if not on, the periscope 
of an attacking submarine, thus confusing the enemy's 
aim. 

Later the ships were supplied with diving or plunging 
shell designed to follow an underwater trajectory and to 
explode on contact with, or in the vicinity of, the sub- 
merged submarine. The principle of the diving shell was 
the same as that of the depth-bomb and they no doubt 
added to the embarrassments of the U-boat commanders. 
The details of these and other anti-submarine devices 
will be described in a later chapter. 

The return voyage was uneventful with the exception 
of a ripple of excitement one afternoon when we thought 
we had sighted the German raider See Adler. 

Before sailing from St. Nazaire, I had obtained from 
the French Admiralty the latest information of this ves- 
sel, and she was described as follows : 

*'The German raider See Adler, now probably 
operating in the Atlantic, was formerly the full 
rigged American ship Pass-of-Balmalia, about 1,500 
tons, steel hull, built at Glasgow in 1888. (See 
sketch attached.) 

"The See Adler is an auxiliary, both sail and 
steam, and is driven by a Diesel engine, giving^ a 
speed of about 11 knots in fine weather. In a strong 
favorable breeze she can make 16 knots. 

* * Her armament probably consists of four 6-inch 
guns, two concealed on each side; four 4-inch guns, 
one on each bow; two movable machine guns, and a 
range finder mounted on the forecastle. She also 
probably carries four torpedo tubes and 75 mines. 



THE RETURN VOYAGE 



57 



a 

o 

a 
w 

I— I 
d 

b 




THE RETURN VOYAGE 59 

**"Wlien a ship is in sight canvas cowls are 
rigged; a man in feminine dress, carrying a sun- 
shade, is often seen on the poop." 

The strange vessel sighted by the Seattle was a three- 
masted square rigger, closely resembling this descrip- 
tion. She acted so suspiciously that I directed that a 
one-pounder be fired across her bow to bring her to. 
This had no effect and was followed by a 3-inch shell with 
better result. The Seattle then approached the suspect 
with caution, maneuvering to keep out of possible torpedo 
range. All our guns were trained upon her ready to open 
fire instantly and one 6-inch shot from our secondary 
battery would have blown her out of the water. 

Much to our disappointment, as we closed up, she 
displayed the English red ensign and proved to be a 
Newfoundland fisherman. It must have been from some 
such craft that the Germans copied the See Adler's rig 
as the two were almost identical. 

All ships made the return voyage in safety and I had 
the infinite satisfaction of receiving letters of congratu- 
lation from General Sibert, who commanded the troops 
of the first expedition, from the Secretary of the Navy, 
and from the Secretary of War. All of these were pub- 
lished to the entire force and the commendation was a 
great spur to further endeavors. 

LETTEB FROM GENERAL. SIBERT 

''Headquarters, First Expeditionary 
Division, France, July 2, 1917. 
Commanding Officer, U. S. Naval Convoy, 

First Expeditionary Force. 
My Dear Admiral Gleaves : 

The safe arrival this date 'of the fourth and last 
division of the first convoy, prompts me to convey to you 



60 HISTORY OF TRANSPORT SERVICE 

my sincere congratulations upon the successful comple- 
tion of the difficult task with which you were charged. 

In as far as I can speak from personal observation and 
from hearsay, I desire also to express my appreciation 
of the highly courteous treatment which the Army in- 
variably received at the hands of your subordinates in the 
Navy charged with duty on board of the transports. 

I am 
Very sincerely yours, 

(Signed), Wm. L. Sibert, 
Major General, U. S. Army. 

LETTER FROM THE SECRETARY OF THE NAVY 

NAVY DEPARTMENT, 
WASHINGTON, D. C. 

4 August, 1917. 
My Dear Admiral : 

I have received the official report containing the 
details of the several attacks made by submarines upon 
the ships under your command, carrying the first Amer- 
ican troops to France, to take part in the war. I have 
read this report with the deepest interest and have sent 
exact copies of it to the House and Senate Naval Affairs 
Committees. I have also given out to the press a copy, 
omitting the names of the ships and latitude and longi- 
tude in which the attacks took place. I wish to express 
the appreciation of the Department, and also of the whole 
countiy to you as Commander, and to the officers and 
men to whom was committed this hazardous and impor- 
tant undertaking. It is a matter of national rejoicing 
that the troops arrived safely and that you executed this 
important duty in a manner to call for the highest com- 
mendation, o • 1 

Smcerely yours, 

JOSEPHUS DaNIEI£. 




VICK ADMIRAI, AI.HERT C.IKAVES, T. S. X. 



THE RETURN VOYAGE ^1 

On July 3, 1917, the Secretary of War wrote the fol^ 
lowing letter to the Secretary of the Navy : 

My Dear Mr. Secretary : 

Word has just come to the War Department that the 
last ships convoying General Pershing's Expeditionary 
Force to France arrived safely to-day. As you know, the 
Navy assumed the responsibility for the safety of these 
ships on the sea and through the danger zone. The ships 
themselves and the convoys were in the hands of the 
Navy, and now that they have arrived and carried, with- 
out the loss of a man, our soldiers, who are the first 
to represent America in the battle for democracy, I beg 
leave to tender to you, to the Admiral, and to the Navy, 
the hearty thanks of the War Department and of the 
Army. This splendid achievement is an auspicious be- 
ginning and it has been characterized throughout by the 
most cordial and effective cooperation between the two 
military services. 

Cordially yours, 

(Signed), Newton D. Baker, 
Secretary of War. 



CHAPTER IV 

LESSONS LEARNED FROM EXPERIENCE OF FIRST VOYAGE 
—REPAIRING THE GERMAN SHIPS 

LESSONS LEARNED PROM EXPERIENCES OP THE FIRST VOYAGE 

Many valuable lessons were learned from the expe- 
riences of the first voyage and steps were immediately 
taken to incorporate them in the development and ex- 
pansion of troop transportation work. 

In my mind a most important lesson taught by this 
voyage was that the transportation should be done en- 
tirely by the Navy, and I believe further that this was 
the unanimous opinion of all the army officers with whom 
I discussed the subject. 

A method of procedure was agreed upon by the War 
and Navy Departments and having been approved by the 
President had all the force of statute law. Charter rules 
governing the Army and Navy in convoy operations were 
set forth in a confidential order signed and promulgated 
by the President as Commander-in-Chief. 

The task of protecting military expeditions embarked 
on the sea is purely naval and many of the most im- 
portant measures of protection in submarine waters are 
those which must be enforced within the transport itself. 

The Navy was the establishment best equipped for 
quickly organizing and operating the transport fleet. To 
this view the success of the first expedition added weight. 

Upon my return I was called to Washington in con- 
ference with the Secretary of Navy and the Chief of 

62 



LESSONS FROM EXPERIEXCE 63 

Xaval Operations. I strongly urged that the operation 
of the transports be taken over entirely by the Navy and 
that they be fully manned by Naval officers and crews. 
Shortly after, the War and Navy Departments jointly 
recommended this plan. 

The dividing Hne of authority in the transport service 
was made at the docks; the Army superintended the 
docks in the ports of embarkation and debarkation, pro- 
viding and loading passengers and cargo ; the Xavj^ took 
charge afloat, provided and routed escorts and convoys, 
manning, operating, repairing, coaling and provisioning 
the transports. 

Providing a transport fleet was pioneer work. Ships 
had to be obtained, officers and crews enrolled and 
trained. It was necessary to have docks, storehouses, 
lighters, and tugs, coaling equipment, repair facilities, 
and all the varied machinery for operating and maintain- 
ing a large transportation service. An efficient admin- 
istrative organization had to be developed and red tape 
had to be cut. 

During the first voyage we also learned a great deal 
which proved useful in developing a sound doctrine. It 
is always the unexpected which happens at sea, especially 
when fighting submarines, and it was my policy and en- 
deavor never to restrict any Captain by hard and fast 
rules. He was always encouraged to use his own discre- 
tion and was given the assurance that in doing so he 
would always have my backing and support. 

The best protection of a transport from torpedo at- 
tack is alert seamanship. In this our Captains excelled. 
Theirs was not a spectacular position and few people 
appreciated the weight of responsibility they carried and 
the strain of their constant vigilance. Their reward is 
satisfaction in difficult and important duty well done. 

The first experience broadened our ideas and views of 



64 HISTORY OF TRANSPORT SERVICE 

the entire subject. I sunimoned the Captains to fre- 
quent conferences and frank discussion cleared the air. 
Finally a set of orders, confidential, special, and general, 
were developed which taken together made an organiza- 
tion flexible but thorough and practical in every way. 

One rule, however, I emphasized from the beginning 
and it was hard and fast^ — in case a transport of a con- 
voy was torpedoed the other troopships steamed away 
at full speed and left the rescue work to the light draft 
escort craft. Early in the war it cost England hun- 
dreds of lives and three fine cruisers, the Ahoukir, Cressy 
and Hogue, to learn the lesson that to go to the assistance 
of a torpedoed ship is to play into the hand of the lurking 
U-boat. We profited by her experience and lost no ships 
in this way. Our Captains obeyed the above rule scrupu- 
lously, although it went strongly against their instinct, 
which was always to go to the assistance of a ship in 
distress. 

As soon as the number of transports in service per- 
mitted, the policy was adopted of sending them in groups 
composed as far as possible of not less than four nor 
more than eight vessels, all of about the same speed, 
each group escorted by a cruiser and two destroyers and 
sailing at intervals of eight days. Rendezvous at sea 
were established with destroyers on the other side to 
escort the troopships through the danger zone of greatest 
submarine activity. 

The transportation of the Army to Europe was a joint 
Army and Navy proposition, and it could not have been 
handled satisfactorily had it not been for the unity with 
which the services worked together. The War Depart- 
ment was represented in Hoboken, New Jersey, which 
was the principal home terminal, by Major General D. 
C. Shanks, U. S. Army, and at Newport News by Major 
General Grote Hutchinson, both men of large views and 



LESSONS FROM EXPERIENCE 65 

broad-gauged ideas. Eear Admiral H. P. Jones, an offi- 
cer of rare judgment and ability, commanded the NeW" 
port News Division of the Cruiser and Transport Force. 
The cost of the transportation and the expenses of up- 
keep, repairs and maintenance, were paid by the Army. 

Thus it will be seen that the overseas movement was 
by no means a one-man task. There were many engaged 
in it, and the success of it is due to the fact that the 
Administrative and Executive heads worked together on 
shore, and those of the Force at sea faithfully, efficiently 
and zealously executed their orders. 

The destroyers were enabled to perform transatlan- 
tic escort duty by the stationing of a tanker in mid- 
ocean from which they could refuel. 

The first oiling at sea of our destroyers en route 
for Europe was done on May 28, 1917, when six of 
the oil burners bound for Ireland were enabled to make 
the trip under their own power. I was keenly interested 
in ''oiling at sea," as the operation had been developed 
in pre-war days under my supervision, so I sent my per- 
sonal aide, Lieutenant Commander Perkins, in the tanker 
Maumee, detailed to this duty. The following is quoted 
from one of his letters written to me from the Maumee. 

The first part of the job is over and was success- 
fully accomplished, although the weather was very 
unfavorable. 

There was a heavy sea running and a fresh bresze 
blowing, but by making a lee we could take one at a 
time and finished the six in one day. 

Due to the heavy seas we parted two or three 
hawsers but there were no accidents and no damage. 

The night after we finished (May 28, 1917) it 
blew up a gale from the northwest which lasted 
until this morning (May 31st). 



66 HISTORY OF TRANSPORT SERVICE 

We make port (St. Johns, Newfoundland) to- 
morrow and will be ready to take out the next lot 
when they arrive but so far we have not been able 
to raise them (by radio). 

It is quite cold up in this part of the world. 
We passed a number of icebergs — one big fellow 
this afternoon. 

Destroyers took an essential part in our transporta- 
tion work and they never failed us. For over a year 
before the war I had commanded the destroyer force of 
the Atlantic Fleet and as I retained with me my old Staff 
when assigned convoy duty, the experience we had gained 
with the destroyers contributed to the close cooperation 
and understanding which existed throughout the war. 

It was at once seen that a properly developed avia- 
tion service would prove of great value in troop trans- 
portation work, and our Navy proceeded to establish nu- 
merous aviation stations along the seaboard of the East 
Atlantic. The first American fighting force landed in 
France was a detachment of Naval aviators, and Lieuten- 
ant Whiting, who had conducted much experimental fly- 
ing from my flagship, the Seattle, wrote me from Paris 
on July 6, 1917, that while the British and French recog- 
nized the importance of an air service against subma- 
rines they were much handicapped by lack of material 
and personnel because of the pressing needs on the ¥/est- 
em front and in the North Sea. 

Whiting said in part, ''The French have awakened 
and are now commencing to establish stations along their 
entire coast from Dunkirk to Bayonne, and only a lack 
of material and unwounded pilots (they are using pilots 
from the front who have been wounded and some land 
planes) has prevented this being done. They need all 
the assistance we can give them both in material and 



La^SSONS FROM EXPERIENCE 67 

men — not only pilots but all the types of men necessary 
to maintain a seaplane station and, at present, to estab- 
lish these stations. Men, material, equipment must be 
provided quickly to put down the submarine menace if 
troops are to be brought over in safety." 

The interest of the transportation service in aviation 
is obvious and it was a happy coincidence that the peace 
time development of aviation in the fleet should have 
been assigned to the armored crnisers Seattle and North 
Carolina, the Seattle then being my Flagship of the De- 
stroyer Force. I believe that our first use of airplanes 
at sea for military purposes was made when Lieutenant 
Whiting, operating from the Seattle, made a flight over 
San Juan del Sur, Cuba, for the purpose of observing 
the movements of the insurgents, and when he carried 
a message from me at sea to Admiral Mayo, Commander- 
in-Chief of the Atlantic Fleet, anchored in Guacanayabo 
Bay, Cuba. 

The first radio equipment installed in seaplanes was 
in those on board the Seattle. I recall that it was while 
experimenting with radio at Guacanayabo Bay, Cuba, 
that Lieutenant Chevalier, pilot, accompanied by Lieu- 
tenant Lavender as radio operator, in one of the C-type 
of planes, was forced into a nose dive and wrecked, fall- 
ing from a height of about 300 feet. Lieutenant Laven- 
der was severely injured, both arms being broken, but 
Lieutenant Chevalier escaped without serious injury. 
Before leaving Guacanayabo Bay, Cuba, three of the 
Seattle's five planes had been wrecked. 

In this connection it is interesting to note that Lieu- 
tenant Commander A. C. Read, who made the first trans- 
atlantic flight in command of the NC-4, was one of the 
aviation officers on board the Seattle and had his first 
experience in flying seaplanes from that vessel. 

Subsequent experiments in aviation at sea were con- 



68 HISTORY OF TRANSPORT SERVICE 

tinued by the Humtington. The Himtimgton demonstrated 
that seaplanes must be protected from the weather and 
especially from the blast of guns and also showed the 
usefulness of a kite balloon on sea-going ships as a 
lookout. 

The system of using the kite balloon in connection 
With seaplanes, afterward successfully developed abroad, 
was first tried on board the Huntington while escorting 
troop convoy No. 7. The balloon was used to discover 
the submarine, the plane being kept ready to launch. 
In a practice test, dummy depth charges were dropped 
from the air with great accuracy, falling at an average 
distance of six and one-half feet from the periscope tar- 
get. Only the removal of seaplanes from the cruisers 
prevented further use of this plan. 

EEPAIRING THE GERMAN SHIPS 

Upon the Declaration of War the United States Cus- 
toms Officers took possession of all German ships in 
United States ports and the larger vessels were desig- 
nated to be fitted out as troop transports. Their Ger- 
man names, new names, gross toimage, and fitting out 
ports, were : 





NEW YORK 




Former Name 


New Name 


Gross Tonnage 


Grosser Kurfurst 


Aeolus 


13,102 tons 


Kaiser Wilhclm II 


Agamemnon 


19,361 " 


George Washington 


George Washington 


25,569 " 


Frcderich der Grosse 


Huron 


10,771 " 


Vaterland 


Leviathan 


52,820 " 


Koenig Wilhelm 


Madawaska 


9,410 " 


Barbarossa 


Mercury 


10,984 " 


Prinzess Irene 


Pocahontas 


10,893 " 


Hamburg 


Powhatan 


10,531 " 


President Grant 


President Grant 


18,172 " 


President Lincoln 


President Lincoln 


18,172 tt 



:V \vm^-'~^»£ f ji 




DAMAOK TO ^'PO-NrMFRX's" BOTT.FRS 




rvPTMN nr w. in vmkh, r. s. v., ciiifi' or <Tvr 



REPAIRING THE GERMAN SHIPS 69 





BOSTON 




Former Name 
Amcrika 
Cincinnati 
Kronprinzessin Cecile 


New Name 
America 
Covington 
Mount Vernon 

NORFOLK 


Gross Tonnage 
22,622 tons 
16,339 " 
19,503 " 


Neckar 
Rheim 


Antigone 
Susquehanna 

PHILADELPHIA 


9,835 tons 
7,797 " 


Kronprinz Wilhelm 


Von Steuben 


14,008 tons 



The Prinz Eitel Friedrich had' already been fitted 
out as an auxiliary cruiser and transport at the Phila- 
delphia Navy Yard and renamed the De Kalh. 

These vessels were first under the Shipping Board, 
but the work of repairing them was not progressing sat- 
isfactorily and I urgently recommended that they be 
taken over at once by the Navy. Toward the latter part 
of July they were turned over to the Navy Department 
and the work of preparing them for sea was pushed to 
the utmost. The Leviathan, the last ship, sailed for 
Europe on December 17, 1917. 

To a man who really loves his ship, malicious injury 
to her by her own captain seems almost impossible ; but 
the Teutonic mind is utilitarian rather than sentimental, 
and so, when we went to war, the captains of these ships, 
acting, no doubt, under instructions from the men higher 
up, set to with sledge and chisel to wreck and destroy. 
(See Chief of German Admiralty memorandum, page 
271.) 

Even so, they were stupid and blundered in the job. 
We were accustomed to attribute to these men a knowl- 
edge and ingenuity almost superhuman, and yet they 
failed to take into account electric welding, to say noth- 
ing of Yankee ingenuity, perseverance and skill. 



70 HISTORY OF TRANSPORT SERVICE 

"When these ships were turned over to my command, 
the repairs had already progressed under the personal 
supervision of Commander Jessop of the Navy, who ac- 
comphshed a big work in organizing and directing his 
gangs. He gained much reputation by devising a method 
of cleaning the Leviathan's bottom by divers, which was 
most important, for she was very foul after her three 
years alongside the pier at Hoboken, and, as is well 
known, there was no drydock in the country large enough 
to take her. 

Before these ships were commissioned several naval 
officers and a skeleton naval crew were ordered on board 
each of them, to assist and supervise. Daily reports of 
progress were made, ajid each week I held a conference 
on board the Flagship with my Staff and the officers as- 
signed the different ships for the purpose of interchang- 
ing ideas and devising ways and means to expedite the 
work. 

The damage done to auxiliary machinery, piping, 
and fittings by deterioration from lack of care was, in 
general, even greater than that done willfully. The boil- 
ers, the most sensitive and vital part of a ship, had 
suffered woefully through neglect, and the ships through- 
out were dirty beyond description. 

The naval crews were gradually filled up to strength, 
and while machinery repairs were going on, they went 
ahead with scrubbing, scraping, cleaning, painting, dis- 
infecting, and fumigating, to make the ships habitable 
and sanitary for the troops. 

The chief acts of sabotage had been directed against 
the main engines. As an example, on board the George 
Washington, the high pressure cylinders of both main 
engines, both first intermediate pressure valve chests, 
and the steam nozzles to both low pressure valve chests 
were wrecked, — large sections of castings having been 



REPAIRING THE GERMAN SHIPS 71 

broken off, evidently by the use of heavy battering rams. 
The castings of both main circulating pumps were also 
battered. The two main engine throttle valves with their 
operating gear had been removed from the ship together 
with about thirty boiler manhole plates and parts of vari- 
ous auxiliary machinery. 

The biggest job, of course, was the work of repairing 
the main engines. This was most successfully accom- 
plished by electro-welding large cast steel pieces or 
patches on the parts of the castings which remained in- 
tact. This was completed in a few months, whereas to 
make new cylinders would have taken over a year. 

This electric welding was an engineering feat which 
the Germans had not calculated on. The enemy had 
broken out large irregular pieces of the cylinders by 
means of hydraulic jacks. Where these parts had been 
left in the engine room they were welded back into place, 
and in cases where the pieces had been thrown over- 
board new castings were made. 

Electric welding is a slow and difficult process and 
was carried on day and night, Sundays and holidays, 
to the full capacity of the available skilled mechanics. 
After each casting had been welded, the cylinders were 
machined in place, — special cutting apparatus being 
rigged for this purpose. Finally each cylinder and valve 
chest was thoroughly tested under hydrostatic pressure. 
The repairs to the cylinders were uniformly successful. 
In actual trial they held up perfectly under hard operat- 
ing conditions and there was not an instance of the 
welded portion breaking away. 

The auxiliary machinery was also damaged but not 
to the same extent as the main engines. Some of the 
dynamo engines and ship's pumps were badly smashed, 
and the castings of the circulating pumps, which supply 
the cold salt water for condensing the exhaust steam, 



72 HISTORY OF TRANSPORT SERVICE 

seemed to be a favorite object of attack. Several main 
steam line valves and engine throttle valves had been 
dropped over the side and numerous machinery parts 
were missing. Electric wiring in some of the ships was 
cut and the electric leads interchanged. 

The work of repairing the ships was attended by- 
various sorts of diflSculties. For one thing, there were 
no plans of the machinery and but few plans of the ships. 
The machinery was all of German manufacture and 
missing and broken parts could not be purchased in the 
market. Everything requiring renewal had to be spe- 
cially manufactured, and missing parts had, first, to be 
designed. 

In addition to the long list of machinery repairs, 
extensive alterations were effected, including the instal- 
lation of thousands of ''standees" or bunks; large in- 
creases in the bathing and sanitary plumbing arrange- 
ments; the enlargement of the galleys and increase of 
commissary equipment; the installation and equipment 
of hospitals; the provision of life rafts, boats and life 
belts for four or five times the normal number of pas- 
sengers ; the installation of guns and ammunition maga- 
zines ; and scores of other smaller but important changes 
necessary to permit the great increase in passenger 
capacity, and at the same time to keep the ships safe and 
sanitary. 

Most of the ships carried only enough coal for one 
passage across the ocean. Because of the coal shortage 
in France and the shortage of colliers, it was decided 
to increase the coal capacity of all transports to enable 
them to make the return passage without refueling 
abroad. To accomplish this some of the cargo holds were 
converted into bunkers. All naval transports were fitted 
to carry coal or nearly enough coal for the round trip. 



REPAIRING THE GERMAN SHIPS 73 

TYPICAL. GERMAN DESTRUCTION 

In some instances the Germans showed originality, 
but in the main the destruction was similar in all ships. 
As an example, the following is a translation of a Ger- 
man memorandum found on board the S. S. Hamburg, 
renamed the Powhatan, which describes the wrecking 
done to that vessel. 

1. Starboard and port H.P. cylinder with valve 
chest; upper exhaust outlet flange broken off. (Can- 
not be repaired.) 

2. Starboard and port 1st M. P. cylinder with 
valve chest; upper exhaust outlet flange broken off. 
(Cannot be repaired.) 

3. Starboard and port 2nd M. P. valve chest; 
steam inlet flange broken off. (Cannot be repaired.) 

4. Valve chest cover damaged, balance cylinder 
broken. (Cannot be repaired.) 

5. Four relief valves from 2nd M. P., overboard 
— lost. 

6. Starboard 2nd M. P. piston guide rod dam- 
aged. (Cannot be repaired.) 

7. Port 2nd M. P. stuffing-box gland of piston 
rod guide, overboard — lost. 

8. Starboard and port low pressure valve 
chests: steam inlet flanges broken off. (Cannot be 
repaired.) 

9. Valve chest cover damaged, balance cylinder 
broken. (Cannot be repaired.) 

10. Two relief valves, overboard — lost. 

11. Port low pressure stuffing-box gland of 
piston rod guide, overboard — lost. 

12. Port and starboard main engine stop-valve, 
with by-pass valves and reversing engine valves, 
overboard — lost. 

13. Low pressure relief valves and two guides 
of valve stem, overboard — lost. 



74 HISTORY OF TRANSPORT SERVICE 

14. Port and starboard exhaust nozzles (out- 
lets) from high pressure to first M. P., three (3) 
flanges broken off, two relief valves, overboard — 
lost. 

15. First M. P. starboard: exhaust pipe of ex- 
haust line to 2nd M. P., flange broken off. (Cannot 
be repaired.) 

16. Guide of valve stem, relief valve on cylinder, 
overboard — lost. 

17. First M. P. port: exhaust pipe of exhaust 
line to 2nd M. P., flange broken off. (Cannot be re- 
paired.) 

18. Exhaust line to 2nd M. P. damaged, guide 
on valve stem relief valve, overboard — lost. 

19. Starboard and port low pressure exhaust 
pipes damaged. (Cannot be repaired.) 

Translated by, 

J. W. COATES, 

Chief Machinist, U. S. N. R. F., 

attached to the U. S. S. Powhatan. 

While the preparation of the big liners was being 
rushed there was a smaller fleet of vessels steadily push- 
ing its way across and back, carrying a comparatively 
small number of troops but a most significant promise. 

It was not expected that this sei^vice could continue 
without losses. Of the four vessels which sailed from 
New York on September 24, 1917, two, the Antilles 
and Finland, were torpedoed on the return passage. The 
Antilles was sunk and the Finland was badly injured 
but succeeded in returning to Brest under her own steam. 
These and other losses will be subject matter for later 
chapters. 



CHAPTEE V 

SAFEGUARDING THE TROOPSHIPS 

It is interesting to consider some of the new features 
in organization, equipment and navigation forced upon 
ships by submarine warfare. The inventor had oppor- 
tunity to exercise his talent in a field which had no limit. 
At home and abroad, suggestions for securing the abso- 
lute safety of ships came pouring in from well meaning 
people, who, for the most part, had zeal without knowl- 
edge of sea or ship — wonderful fancies for destroying the 
*'sub" and saving the vessel. 

For instance, there was one suggestion that upon the 
near approach of a U-boat, the vessel attacked should 
fire at the enemy periscope a shell with line attached 
from a rocket gun, such as is used by the Coast Guard 
to throw a life line across a ship in distress, the idea 
being to entangle the U-boat, in other words to las- 
soo him. 

Another suggestion was to make the ship unsinkable 
by filling her up with water-tight boxes. This was ac- 
tually tried, but one torpedo sent the alleged unsinkable 
ship to the bottom. 

I think that all propositions, even those obviously 
impracticable, were given careful consideration. As was 
to be expected, however, the real defenses against the 
submarine were devised by practical seamen. 

THE TORPEDO 

The general characteristics of the torpedo are now 
pretty well known. It is a highly scientific mechanism 

75 



76 HISTORY OF TRANSPORT SERVICE 

consisting of many intricate parts ingeniously assembled 
in a metal shell about twelve to twenty feet long, eighteen 
to twenty-one inches in diameter, weighing about one ton, 
and valued in this country at about $8,000. 

In appearance a torpedo somewhat resembles a 
small, elongated auto-submarine. It has horizontal and 
vertical rudders which can be so adjusted, in conjunc- 
tion with an automatic steering device, as to make the 
torpedo keep at a certain depth and either travel straight 
or in a curve. The torpedo is propelled by screws 
driven by an automatic compressed air engine, capable of 
giving a speed as high as thirty-six knots. 

By the act of launching from the tube, a starting lever 
is tripped, which causes the propelling mechanism to go 
ahead at full speed. The head of the torpedo carries 
a powerful bursting charge. 

The object of the U-boat is to launch a torpedo so that 
it will detonate this high explosive against the under- 
water body of the target ship. 

TYPICAL TJ-BOAT ATTACK 

There are any number of variations in the plans used 
under various circumstances by the different submarine 
skippers, but for the sake of illustration, suppose a 
U-boat submerged in a favorable position ahead and 
slightly on the bow of her quarry, distant 4,000 yards, 
and approaching to attack at a speed of 6 knots, while 
the target ship is advancing at a speed of about 12 knots. 

As the ship can probably escape by maneuvering if 
the periscope is seen before the torpedo is fired, the 
critical time is during the approach. 

The problem of the "sub" captain watching through 
his periscope is not a "cinch." He has to estimate the 
course and speed of the big fellow, — not an easy thing 




N WAT. TRVXSPORP (iUN CREW 




RAXOK FI^TDINO 




ADJISTINO TIMING MECHANISM OX nEPTII HOME 
.irST BEFOHK KlltlNC. "y" GUN 




IlEPTTI CHARGES IX POSITION FOR DROPPIXO. STERX 
(»!•■ I'. S. IJESTliOYER "STOCKTOX" 



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V.C()\ SIIII' WITH A rTi;XI)lNC. AMERIfA.V SUB:\r ARIXES 




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ItKUTKROAlII, KIMl'HASIZIXr. Till' WOIII 
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niHXEY GEAR. SKETCH SHOWING METHOD OF FITTING 
TO STEM OF VESSEL AN' I) ACTIOX IX DEFLECTIXG 
ANCIIOREn MINE 



SAFEGUARDING THE TROOPSHIPS 77 

to do, especially when camouflaged and zigzagging. The 
U-boat must then be maneuvered so as to be able to 
*'let go" her torpedo just as the target ship passes abeam 
and close aboard. 

Beginning at 4,000 yards the submarine can be ex- 
pected to show about one foot of periscope and observe 
for a period of about thirty seconds and then disappear. 
After this, four or five successive observations will prob- 
ably be taken at intervals of about one minute, the period 
of time that the periscope is exposed diminishing gradu- 
ally to ten or five seconds. 

When closed to about 1,000 yards or less the firing 
exposure will be made, and this will probably be for about 
twenty-five seconds in order to assure a well-aimed tor- 
pedo, launched at about 500 yards from its mark. 

The above procedure is not absolute — some subma- 
rine commanders show more periscope in the approach 
and others less — ^but it may be taken as typical. This 
means that in an average attack, from the time the sub- 
marine can be seen to the time the torpedo is fired, 
about ten minutes elapse, during which there are about 
fifteen exposures of the periscope for gradually dimin- 
ishing periods of time, ranging from thirty seconds down 
to five seconds, except the last exposure for firing, which 
lasts about twenty-five seconds. 

In safeguarding the troopships, the escorting mos- 
quito craft of air and sea — I also have in mind those 
who laid the North Sea mine barrages — all did won- 
derful work ; but we did not have nearly enough of either 
destroyers or airplanes to answer adequately the war- 
time demand. Consequently, the ships of the force I com- 
manded were frequently thrown on their own resources, 
and as all hands knew that they were on the receiving 
end of the enemy torpedoes, considerable interest was 
taken in developing ship defense to the utmost. 



78 HISTORY OF TRANSPORT SERVICE 

The submariBe defense within the ship included look- 
outs, prompt maneuvering with helm, use of maximum 
speed, guns, depth charges, smoke screens, and camou- 
flage painting. 

THE LOOKOUT 

The first defense against the U-boat was the lookout. 
Never has there been so clearly proven the everlasting 
truth that '* Eternal Vigilance is the price of Safety." 
The old sea phrase of the essentials of safety, the three 
"I's" — log, lead, and lookout — were all concentrated in 
one great big '*L" during the war. 

From the beginning, it was obvious that the entire 
horizon would have to be kept covered by keen eyes at 
all times, day and night, and that the usual fashion of 
instructing lookouts to keep a bright watch on the port 
bow, on the starboard quarter, etc., would not suffice. 

There was no special system established, until, on our 
first expedition. Lieutenant Commander Gill, the gun- 
nery officer of my flagship, came into possession, in 
France, of an essay by a captain of the French Navy. 
From this he developed a practical and scientific method 
by which every degree of the horizon was under constant 
examination by keen and tested eyes, watching through 
binoculars. This system was used by the Seattle on her 
first return voyage and later adopted by the other ships 
of the force. 

No man was kept on watch longer than one-half hour. 
He was taught never to take his glasses from the assigned 
arc, indicated by a dial in front of him. Even if a tor- 
pedo appeared in another sector, he was still to keep his 
attention riveted on his own arc, because U-boats some- 
times hunt in pairs. Lookouts were intensively drilled 
until it became second nature to make prompt and cor- 
rect reports of everything sighted. 



SAFEGUARDING THE TROOPSHIPS 79 

In the so-called circle of lookouts, each man had 
fifteen degrees to cover, so that around one deck there 
were twenty-four men constantly searching their assigned 
sectors. Besides these, additional lookouts were sta- 
tioned alow and aloft. 

So, it will be seen why the Navy Department issued 
its call for voluntary loans of glasses from private in- 
dividuals ; these numerous lookouts required many more 
than the Navy Department could supply. After the 
Armistice I was talking to a gentleman, who was one 
of the volunteers, and asked him if he had ever been 
thanked by the ship which had received his glasses. He 
replied, ''No, I don't care a damn for the thanks, but 
I would like to have my glasses back." 

Time is everything in a torpedo attack, and the gain 
of a few seconds in sighting, reporting and putting the 
helm over may mean saving hundreds of lives. 

A striking instance as to how a single lookout saved 
a ship was the experience of the U. S. S. Von Steuben, 
returning home in June, 1918. A lookout on the Von 
Steuben, a bright young apprentice lad, sighted the wake 
of a torpedo running toward the ship at a distance of 
only about 500 yards. 

As the speed of a toi*pedo is over 25 knots, there 
was no margin for error. The lookout was on the alert 
and made his prompt report, *' Torpedo wake bearing 270 
(port bow).'^ The helm was at once thrown over, and 
the torpedo passed less than 50 yards ahead of the ship. 

Here was a case where three brains acted quickly 
and in coordination, the lookout, Louis Seltzer, the Cap- 
tain, Yates Stirling, Jr., and the Helmsman. The slight- 
est mistake on the part of any one of the three would 
have resulted in the loss of the ship. 



80 HISTORY OF TRANSPORT SERVICE 

SPEED 

Of all kinds of protection within the ship against sub- 
marine attack, high speed was probably the most effec- 
tive. A submarine under water has only a moderate 
speed and must use good judgment and also be attended 
by good luck to attack successfully a vessel traveling 
two or three times faster. > 

High speed also enables a quick maneuver. A ship 
moving rapidly answers her helm more promptly than 
when going slowly, and therefore can be turned with 
greater ease to avoid a submarine or the path of a fired 
torpedo, revealed by its wake. 

Every endeavor was made to assure all transports 
making their maximum speed while passing through the 
danger zone. This called for care in organizing convoys, 
as the speed of the convoy is the speed of the slowest 
ship. 

ZIGZAG TACTICS 

Zigzag tactics were introduced by the English. At 
sea it is a simple problem to observe, and then estimate 
the course and speed of a ship if both remain steady 
— otherwise not. 

Various methods of zigzagging, that is, making radi- 
cal changes of course at irregular intervals, were used 
in the Cruiser and Transport Force. As all ships had 
to turn together, each separate method was numbered, 
and the Convoy Commander had only to signal the num- 
ber, and then change the plan from time to time further 
to puzzle the submarine. 

Each transport carried a zigzag clock carefully set 
to Greenwich time and placed in a specially screened 
box in front of the helmsman. This was to assure that 
all ships put their rudders over simultaneously, on the 
dot, in order to minimize the danger of collision, 



SAFEGUARDING THE TROOPSHIPS 81 

If it had been the practice to follow only one zigzag 
plan, a submarine might follow in the wake of a ship, 
note and record each change of course, and then act 
accordingly — also spreading the news to other subma- 
rines. 

This was the case of one freighter which was picked 
off from a slow convoy by a U-boat Captain who trailed 
until he got the plan, then steamed ahead to a favorable 
attacking position, and "let go" a torpedo which sunk 
one of the ships. 

TACTICS TO DESTROY 

Tactics to destroy, to harass, to make the subma- 
rine the hunted one as well as the hunter, were useful, 
both to lessen the enemy's numerical strength and also 
to damage his morale. All vessels in the Cruiser and 
Transport Force carried guns and depth bombs, and were 
on the alert to use ramming tactics whenever opportunity 
offered. 

Mention has already been made of target practice at 
sea, and of the non-ricochet type of shell developed to 
dive and follow an underwater trajectory and explode 
against the submerged U-boat. 

The gun was chiefly useful to compel the submarine 
to keep under water and use his torpedoes at a disad- 
vantage. It was difficult to hit a periscope and if a lucky 
hit was made no lasting damage resulted as spare peri- 
scopes were carried. Still, the presence of the g*un was 
important, both to embarrass attack, and also to destroy 
the U-boat when for any reason it was forced to come to 
the surface. 

Submarines are vulnerable, and as a general rule, 
they did not like to take chances on being hit by gun- 
fire. The policy of arming merchantmen, together with 
the convoy system, upset the plans of the larger type of 



82 HISTORY OF TRANSPORT SERVICE 

U-boat cruisers, because they had no opportunity to 
attack on the surface, except in the face of an effective 
gunfire, while their large size made them unhandy in 
making submerged attack. 

Torpedoes, moreover, were expensive and could not 
be carried in large numbers. On the whole, it may be 
concluded that the gun was an important factor in de- 
feating the submarine. 

DEPTH BOMBS 

Depth bombs, variously known as depth charges or 
water bombs, were dropped over the stern of a ship, or 
thrown in pairs, simultaneously to a distance on either 
side of the vessel, by means of a '*Y" gun. 

These bombs were fitted with a hydrostatic valve, 
operated by the weight of water, so that the charge — 300 
to 600 pounds of TNT — exploded at a certain depth. If 
not near enough to blow in the U-boat's sides, or to dis- 
arrange the delicate internal machinery and fittings, at 
least it damaged the morale of the crew. 

SMOKE SCREEN'S 

Smoke screens to hide the convoy were sometimes 
made by escorting destroyers, or by smoke boxes thrown 
overboard, or by smoke funnels mounted on the stem 
filled with a phosphorous compound which emitted a 
dense black smoke. 

CAMOUFLAGE 

Wide use was made of camouflage painting of hulls 
and exterior fittings of all types of ships, to confuse the 
enemy in estimating the course, speed and size of his 
quarry. 



SAFEGUARDING THE TROOPSHIPS 83 

For a long time, it was generally thought that camou- 
flage acted like the invisible cloak of the knight in the 
fairy tale, which of course it didn't. 

There were various styles of camouflage just as there 
were different kinds of zigzag. Some camouflaging was 
so effective that the course of the ship was disguised as 
much as 90 degrees. Once an officer of the deck reported 
that a ship had been sighted heading directly across 
his bow, when as a matter of fact she was going in the 
same direction. 

Any one living in New York City during the war 
had opportunity to see from Riverside Drive the vari- 
ous designs of camouflage. Some of these were fantastic, 
but the majority were known as the *' dazzle system," 
which sufficiently indicates the style. 

RADIO 

All transports and their escorts were required to con- 
fine to a minimum the use of the radio telegraph. A 
receiving vessel can judge the approximate distance of 
the transmitting vessel by the strength of the sound. 
The Germans had also developed their radio direction 
finders to a high degree of efficiency, so we simply cut 
out using the radio, except in cases of extreme urgency. 

An alert radio ''listening-in" watch, for receiving 
SOS calls and information from destroyers and shore 
stations, however, was always maintained to enable 
Group Commanders to lead their convoys so as to give 
torpedoed vessels and submarines sighted a wide berth. 

Submarines frequently sent out SOS calls to attract 
rescue vessels to their vicinity, but the German radio 
apparatus produced a sound of distinctive pitch which 
the trained ears of our operators usually detected. 



84 HISTORY OF TRANSPORT SERVICE 

DARKENING SHIP 

One of the most important measures of protection was 
the complete darkening of the ships at night. All ports 
and openings through which light might show outside 
were carefullj^ sealed. 

It was with the greatest difficulty that ships were 
taught that to darken ship was to make them as black 
as starless night. On the first expedition the strictest 
orders were enforced from the beginning. Each ship had 
to report to the flagship every morning what lights she 
had seen on other ships during the night. 

It was not an easy task to make thousands of men 
who had never seen a ship before, realize they could 
neither smoke after sundowai or even carry matches. It 
is a fact that the liglit of a cigarette may be seen for 
a half mile, an ample radius for exact submarine torpedo 
practice, hence the importance of absolute darkness. 

There were many kicks at first against the seizing of 
electric torches and matches, but like many other objec- 
tions, necessity overruled them. "You shall not take my, 
matches,*' said a Tennessee Mountaineer, as he stepped 
on the gangi)lank of a transport. ''Just watch me," 
replied the Naval Master-at-Anns, and iimnediately 
passed the ti'ooi)er's first line of defense. 

Major General Lejeune told me, on my after-the-war 
visit to Germany, that he considered the greatest hard- 
ship the troops had to endure was being deprived of 
smoking on their night marches, and also of the tradi- 
tional camp-fires in bivouac. The airx^lane's eyes were 
as keen as the "sub's." Ashore as well as afloat, dark- 
ness, and a great deal of it, was the order of the night. 

WATER-TIGHT INTEGRITY 

Water-tight integrity was another point wliich re- 
ceived careful attention. At all times at sea, water-tight 



SAFEGUARDING THE TROOPSHIPS 85 

doors were kept closed in order to retain buoyancy in 
the event of being torpedoed. Water-tijj;-lit bulk-heads 
were carefully inspected, and other measures, too numer- 
ous to mention, were adopted to guard against the flow 
of water from an injured compartment into another part 
of the ship. 

I have often thought with satisfaction of the doctrine 
Captain D. E. Dismukes enforced in the Mount Vernon, 
*'Men, remember that one torpedo cannot sink your 
ship, hut keep your water-tight doors shut." The epi- 
gram suggests the older one, ''Trust in God, but keep 
your powder dry." When the day arrived for the Mount 
Vernon, although badly damaged, she got into port. Her 
men said, ''Of course we are all right, only one torpedo 
hit us." 

BUENEY GEAR 

The Bumey gear was a protection for capital ships 
against mines, and was invented by a British Naval Offi- 
cer. It consisted of two otters, designed to tow under 
water, on a level with the keel, one on either side, at 
the end of steel cables, at a distance from the ship, and 
well forward. 

Unless the sharp stem of the ship came in direct 
contact with the mine (something not likely to happen), 
the mine would slip along the cable to the otter, where 
the otter's teeth, a kind of shears, would automatically 
cut the mine adrift, allowing it to float to the surface 
at a safe distance from the ship's side, where it could 
be destroyed by gunfire. 

Had the Cruiser San Diego — sunk by a mine off Long 
Island — been fitted with Burney gear, she doubtless 
would have escaped, as the Battleship New Ilampshire 
did later on, when, while cruising along our coast, a mine 
was plucked by one of her otters and then destroyed with 
gunfire. 



CHAPTER VI 

DEVELOPMENT OF TRANSPORT FORCE— RETURNING THE 

ARMY 

THE DEVELOPMENT OP THE CRUISER AND TRANSPORT FORCE 

It was soon evident that now the way was open we 
would send hundreds of thousands of men to fight in 
France. The Transport Force grew apace. All avail- 
able American ships were requisitioned, and, in addition, 
the War Department arranged with foreign governments 
for as many ships as could be spared to lend us a hand 
in getting the soldiers across; England, of course, fur- 
nished by far the greatest number, Italy a few, France a 
few, and Brazil one. We secured three Dutch ships also. 
To protect these vessels in their ocean voyage, all of 
the United States cruisers were employed, reenforced by 
a division of French cruisers, commanded by Rear Ad- 
miral Grout. Of the latter the Dupetit-Thonars, com- 
manded by Capitaine de Fregate Papue, was torpedoed 
and sunk while engaged in escorting one of our merchant 
convoys. 

In the early operations of the transports, difficulties 
were encountered which were inevitable in the rapid de- 
velopment of the Force. The greatest of these was due 
to inadequate docking space and insufficient lighters, tugs, 
barges, coaling facilities, railroad transportation and 
other equipment in the French ports of debarkation. Re- 
markable results, however, were obtained with the ma- 



DEVELOPMENT OF FORCE 87 

terial at hand, and as the organization was perfected and 
experience obtained, conditions improved. 

During the first six months of 1918 the Transport 
Force increased rapidly in numbers. The speed of op- 
eration also continued to improve as the machinery de- 
fects were overcome, the coaling difficulties solved, and 
the organization standardized and consolidated. The 
delays in the ports of debarkation, St. Nazaire and Brest, 
were materially reduced as the Army obtained addi- 
tional labor and equipment for receiving the transports' 
troops and cargoes. 

In January four convoys, averaging three transports 
to a convoy, were dispatched with 25,662 troops. In Feb- 
ruary three convoys averaging five ships each were dis- 
patched, carrying 39,977 troops. 

The plans made for the increase of troop movement 
in 1918 developed the necessity for another outlet than 
New York, in order to reduce port congestion, to improve 
railroad transportation ashore and to increase facilities 
for coaling and repairing. Newport News, Va., was 
agreed upon by the War and Navy Departments as an 
additional port of embarkation, and sufficient ships were 
assigned to that port to provide for the carrying of 40,000 
trbops per month from Newport News to France. 

On April 1, 1918, Rear Admiral Hilary P. Jones, 
Conmianding Division Four, of the Cruiser Force, was 
assigned additional duty as Commander of the Newport 
News Division of the Transport Force. He established 
headquarters at Newport News and as my representa- 
tive in that port proceeded at once to organize and op- 
erate the Newport News Division. 

The procedure for the convoys was as follows : The 
troopships were sent over in groups, and these groups, 
as a rule, were composed of not less than four, or more 
than twelve ships. Altogether 88 groups sailed from 



88 HISTORY OF TRANSPORT SERVICE 

the United States from June 14, 1917, to December 2, 
1918. Eacli group usually started in two sections, sailing 
simultaneously, one from Hampton Roads, and one from 
New York, and joining up at a prearranged rendezvous 
off the coast. They were accompanied to the hundred 
fathom curve by a cruiser, destroyers, chasers, subma- 
rines and aircraft. Then the light craft returned to port 
and the cruiser continued on to a certain meridian where 
the convoy was met by the European destroyers and 
taken through the danger zone. The voyage from the 
United States to France averaged twelve days, except 
for the fastest ships. The Leviathan, Northern Pacific, 
and Great Northern, usually sailed together and without 
escort to the overseas rendezvous, their high speed being 
their best protection. 

As the need for rapid transatlantic troop transpor- 
tation became more pressing, every eifort was made to 
increase the troop carrying capacity of the individual 
vessels to the maximum that was considered safe. Care- 
ful calculation of all available space was made and addi- 
tional bunks installed. The increase was made during 
the time of lay-over in American ports and in no cases 
was the sailing of a transport delayed by this work. 

The great German drive in March, 1918, produced 
an urgent and imperative call for more troops. Not- 
withstanding the fact that the American ships were 
carrying many more troops per ton than the foreign 
ships, an increase of 40 per cent to 50 per cent was 
obtained in some of the larger ships by the "turn in 
and out" method; that is to say, the extra men carried 
took turns with others in sleeping in the bunks. In other 
words, the bunks were always occupied. This was car- 
ried out only in the fastest ships, where the discomfort 
lasted for the shortest time, and the high speed of the 
ship rendered them fairly immune from torpedo attack. 



DEVELOPMENT OF FORCE 89 

The troop capacity of the Leviathan was thus increased 
100 per cent from 7,000 to 14,000. 

Coaling and repairs were always pushed at top speed, 
working 24 hours of the day. At one time in New York 
harbor the coaling became a serious proposition, owing 
to the unsatisfactory condition of labor and the severe 
weather, and it looked as if the ships would be held up ; 
this was just at the time when the troops were most 
needed. But a crisis was avoided by commandeering the 
coaling equipment, and carrying on with our own people. 

Until May, 1918, almost all of our troops were em- 
barked in our own Naval transports ; but after that date 
the call for more men became so urgent that the great 
British liners were called in to assist. All hands had to 
pull together to defeat the German armies which were 
overrunning France. It was a case of the Allies ' domina- 
tion or downfall. As many of the British ships had been 
taking over Canadian troops, they were ready to receive 
and transport our soldiers. From first to last 196 Brit- 
ish vessels were employed in this work. 

On July 1st, a year after the operation began, the 
total number of troops in France and embarked for 
France, was 1,029,003 ; of these 456,854 had been sent over 
in British ships; 524,457 in American ships, 18,476 in 
French and Italian ships, and 29,218 in Italian ships 
leased by the British government. On June 5, 1918, I 
had the gratification of addressing the below quoted com- 
mendatory letter to the personnel of the Cruiser and 
Transport Force upon the completion of the first year 
of service: 

*'At the end of our first year of sei'vice as the 
Cruiser and Transport Force, I desire to congratu- 
late the Flag Officers, Captains, officers and enlisted 
men on the excellent work they have accomplished, 
and to express my personal as well as official appre- 



00 HISTORY OF TRANSPORT SERVICE 

elation of their splendid loyalty and cooperation in 
all the exacting, arduous and hazardous duties that 
have been assigned to us. 

"The preparation in three months of the fleet 
of ex-German ships, which for three years were idle, 
and worse, at their piers, was in itself a great 
achievement. 

**The organization, supply and sanitation of 
types of ships, entirely new to the Navy, for a service 
overseas of the most vital importance, not only to 
this Country but to our Allies, presented serious and 
complex problems, which have all been happily 
solved by' your intelligence, zeal and ability. 

''The safe conduct of transports ladened with 
troops through seas infested with submarines has 
won universal commendation. The loss of only two 
transports in the transportation of hundreds of 
thousands of troops testifies to the skill, courage, 
and seamanship of the Commanders ; and in the two 
cases of loss the highest and best traditions of the 
service were maintained, speaking volumes for their 
organization and discipline. 

**I wish to take this opportunity of impressing 
upon all Captains under my command, that in every 
position of stress and trial which may come to them, 
I am confident of their ability and judgment to meet 
the situation most creditably ; and whatever happens 
they may always feel sure of my sympathy and 
support. ' ' 

From July, 1918, until the signing of the Armistice, 
the troops crossed at the rate of nearly 10,000 per day. 
In July, 1918, 311,359 were transported in shipping of 
all kinds. Of this number 56y2 per cent, or 175,526, were 
carried in British ships. This was the greatest number 
transported in any one month under the British flag. We 
carried only 36 per cent the same month, and this fact 
probably gave rise to the then prevalent but erroneous 



DEVELOPMENT OF FORCE 91 

belief that American ships were carrying only about one- 
third of the troops. 

The actual operation of our transports continued to 
increase in efficiency up to the signing of the Armistice. 
Additional destroyers having been sent abroad for escort 
duty, it became possible to sail medium speed (13 to 
14 knots) troop transport convoys from New York at 



-..._:,* RUSSIAN SHlPS/smmwco/vn-JTOJ 
*^|W^ 20.000MErJ -iy<» 

t- ^ X FRENCH SHIPS 

|l\^^^»^y^^^ 4-7.000 MEN - 2"/* 

k flL . _ L ITALIAN SHIP5 

(^J^jyLE«VK^65.00OMEN-3^ 

.XI^9E9li^BSBHL — -^/X 


S. AMERICAN SHIPS 


'k ' /A 




/ ///W ^^'^^ 


■ 



AMERICAN TROOPS CARRIED BY SHIPS OF EACH NATION 

7 day intervals and fast troop transport convoys (15^^ 
knots and above) at 5 day intervals. 

On November 11, 1918, the Armistice was signed and 
the war activities of the Force were ended. Up to the 
signing of the Armistice a total of 2,079,880 of the A. E. 
F. had been transported in 1142 troopship sailings. This 
number was carried as follows : 



92 HISTORY OF, TRANSPORT SERVICE 

Percentage 
of total 
Total carried 

By U. S. Navy Transports 911,047 43.75 

By British Ships 1,006,987 48.25 

By British leased ItaUan Ships 68,246 3.00 

By other U. S. Ships 41,534 2.50 

By other foreign ships, French, Itahan, etc 52,066 2 . 50 

Note : Total carried in United States ships was 952,- 
581 ; percentage of grand total, 46.25. 



RETURNING THE ARMY 

With the signing of the Armistice the Eastward flow 
of troops ceased and the return movement began, at first 
slowly. Transports continued sailing on a slow schedule 
without escort and not in convoy. Advantage was taken 
of this comparatively inactive period to give certain ves- 
sels, including the Leviathan, a much needed overhaul. 

Soon the public began to demand the speedy return 
of the overseas Army so that the civilian army could 
be demobilized. As was to be expected, the British and 
other foreign ships which had carried a little more than 
half of our soldiers to France were rapidly withdrawn 
from this service and most of the work of repatriating 
this Army of two million fell to the lot of the Cruiser 
and Transport Force. 

When submarine activities ceased, relieving the neces- 
sity of numerous anti-submarine precautionary measures 
incompatible with crowding beyond certain hmits, it was 
possible to increase the troop carrying capacity of ves- 
sels in use at that time. The following are examples 
of this work, which was at once proceeded with in all 
vessels : 




HKAR ADSllK.VI. IIIIARV 1*. .lONES, I'. S. X. 

t'o:\i>iA>rnKR ok xkwi'oht nkws nivisiox of criiser and traxsi'ort korce 




REAR ADMIRAT, ^rARBLTRY JOHXSTOX, IT. S. N. 
COMMAXDER OF SQtlADRON TWO OF CRriSER FORCE 




It ANSI'OKT DOCK I s.. . . . . 

iiti:i;riM; ihiknds vsrioKi 




r. S. CHIISi:il 'i ]| Mil i:STON AHHiVlNC. AT UOHOKKN 
iVITH RETTKN THdOPS 



RETURNING THE ARMY ^ 



Leviathan 


Increased from 10,000 to 12,000 


Agamemnon 


" 3,000 to 5,500 


America 


" 4,900 to 7,000 


Geo. Washington 


" 5,500 to 6,700 


Orizaba 


" 3,100 to 3,900 


Siboney 


" " 3,100 to 3,900 



This work was carried on as opportunity offered and 
without delays to the movements of the vessels con- 
cerned. The work was laid out by a joint Army-Navy 
Board and involved the installation of standees, increase 
of ventilation, washroom and galley facilities, and life 
saving equipment. The increased capacity resulted in a 
very material saving. The troops were necessarily 
crowded and deck spaces for airing and exercising troops 
limited, but in no case was this overdone and no justi- 
fied or serious complaint was received. 

The force continued to expand and 56 cargo vessels 
were converted by the Army into troop transports and 
added to the Force. The majority of the officers on these 
converted vessels were enrolled in the Naval Eeserve 
and continued in their same position when the ships were 
commissioned. On a few of the larger vessels it was con- 
sidered advisable in the interests of efficient organization 
and administration to place regular officers in command 
until the Eeserve Officers had been indoctrinated with 
the methods of the Navy and of the Transport Force. 
These reserve officers quickly absorbed the spirit of the 
Navy and the mission they had to accomplish, and are 
deserving of the highest praise for their excellent work 
and devotion to duty. 

In December the battleships of Force Two and the 
armored cruisers were assigned for the transportation 
of troops. The battleships carried an average of 1,100 
troops, and the armored cruisers about 1,750. The for- 
mer operated on a forty-day round trip schedule and 
the armored cruisers on a thirty-day schedule. When 



94 HISTORY OF TRANSPORT SERVICE 

the fleet was reorganized in the Summer of 1919 orders 
were received to withdraw battleships and cruisers from 
troop transportation service. 

On April 19, 1919, the Kaiserin Augusts Victoria, 
the first of the nine German vessels allocated by the 
Peace Conference to help return the U. S. Army, arrived 
in New York for conversion into a troop transport. 
These vessels were converted by the Navy on an average 
of less than 14 days per ship and at a cost per troop of 
about $40.00 for material, labor and overhead charges. 
Under the Army the average time in pskrt of the cargo 
vessels was 75 days and the cost per troop for conver- 
sion was about $78.00. This comparison is made not 
as a criticism but to emphasize the obvious lesson the war 
has taught that naval handling and operation of troop- 
ships makes for economy and efficiency. The results ob- 
tained by the Navy were due to intelligent planning and 
supervision, born of knowledge of ships and experience 
gained from previous work of this nature. The trans- 
portation of troops had developed into a science and 
methods had been revolutionized. The German vessels 
were converted to carry a total of 3,997 officers and 39,132 
men. The giant Imperator was fitted out to carry 9,000 
troops and 1,400 first class passengers in a period of 10 
days. 

Beginning January 1st, the troop movements gradu- 
ally increased and the number of troops carried by this 
Force increased from month to month until the maximum 
was reached in June, when the total of 314,167 were actu- 
ally landed in the United States. This exceeded the maxi- 
mum carried overseas by all U. S. and Allied vessels 
in any one month during the war. Wlien the troop 
movement reached its highest efficiency, the average 
cycle of troop transports was 25 days, and of the con- 
verted cargo vessels about 35 days. For certain 10-day; 



RETURNING THE ARMY 



95 




RETURNING THE ARMY 



»7 




RETURNING THE ARMY 99 

periods, the average cycle of the former reached the low 
level of 21 days, and the latter 29 days. It was antici- 
pated that the troop transports required approximately 
a 30-day cycle, and the cargo vessels a 40-day cycle, but 
the increased efficiency of loading troops in France, and 
of repair, provisioning and coaling, enabled us to exceed 
the estimated speed of repatriation of troops. 

The maximum number of vessels assigned to and op- 
erated by the Force for the transportation of troops 
was 142, with facilities for carrying 13,914 officers and 
349,770 men. 

The following table gives the total monthly arrivals in 
United States ports and number of passengers carried 
from. January to June, 1919 : 

Vessels Eastbound Westbound 

Jan 47 97,039 

Feb 41 96,368 

Mar 67 165,312 

Apr 87 243,397 

May 108 278,600 

June 115 314,167 

Of the above westbound passengers New York 
handled 778,318 ; Newport News 330,398, and other ports 
141,389. 

Until April, 1919, practically all activities in home 
ports were confined to New York and Newport News. At 
this time the Department directed that the District Su- 
pervisors, Naval Overseas Transportation Service of 
the 1st, 4th, and 6th Naval Districts, be my representa- 
tives in Boston, Philadelphia, and Charleston respec- 
tively. These officers performed their functions most 
efficiently and vessels landing at these ports were pre- 
pared for sailing with a minimum delay. The following 
table shows the troop movement activities in the three 
ports mentioned for April, May and June, 1919: 



100 HISTORY OF TRANSPORT SERVICE 

Vessels Troops 

Boston 23 66,X)91 

Philadelphia 20 41,141 

Charleston 14 34,157 



MATBEIALi 

The material conditions of ships in the Cruiser and 
Transport Force were as a whole on a very high plane, 
when the very severe operating conditions are consid- 
ered. The cruisers stood up very well indeed for two 
years of most exacting duty, and hard steaming. With 
the exception of the U. S. S. South Dakota, which broke 
a propeller shaft, all cruisers maintained their schedules 
throughout the war and while in use as troop transports. 
These vessels averaged about one month Navy Yard 
overhaul for the two years. The troop transports were 
more easily maintained, due to more rugged and simpler 
machinery installations. 

During the year ending July 1, 1919, the following 
transports had extended overhaul or repair periods : 



Aeolus Boiler, engines, auxiliaries. 

Agamemnon " " " 

Great Northern Turbines. 

Harrisburg Condenser tube sheets — boilers. 

Kroonland Main engines — auxiliaries. 

Leviathan Tm-bincs. 

Mallory Engine foundations. 

Henderson " " 

Sierra " " — crank shafting. 

Powhatan Boilers, engines, auxiliaries. 

Pocahontas " " " 

Von Steuben Boilers. 

Mount Vernon Repairing torpedo damage. 

America Sinking at dock. 

K. der Nederlanden Boilers. 



RETURNING THE ARMY 101 

The Tenadores was lost by grounding in the fog off 
St. Nazaire, on December 30, 1918 ; the Northern Pacific 
went aground near Fire Island Light on January 1, 1919, 
but was later floated, towed into port and repaired ; and 
on January 11, 1919, the Graf Waldersee was in col- 
lision and beached, but was also floated and the com- 
paratively slight damage done was repaired: no lives 
were lost in these casualties. 

Other transports maintained their schedules with 
very little, if any, delay. Generally speaking, all vessels 
decreased the amount of assistance required from out- 
side sources and the volume of repairs per unit was 
materially decreased during the year. This was due to 
improved organization and training of personnel and to 
a generally improved material condition, as a result of 
superior methods of maintenance employed in Naval 
practice. 

On September 1st, I was relieved as Commander of 
the Transport Force and having been promoted to the 
rank of Admiral hoisted my flag in the South Dakota as 
Commander-in-Chief of the U. S. Asiatic Fleet and sta- 
tion. Nearly all the troops having been returned, the 
transport fleet was rapidly demobilized under the direc- 
tion of my successor. Rear Admiral C. B. Morgan. 

During Sex)tember and October, 42 transports were 
turned over to the Shipping Board for further transfer 
to owners, while 15 were turned over direct to the Army 
Transport Service. On October 31, 1919, only 3 vessels, 
the George Washington, Martha Washington, and Po- 
cahontas, were retained under Naval operation; these 
were transferred to the supervision of the Commandant 
of the 3rd Naval District and the Transport Force was 
finally demobilized and disbanded. While this is true of 
the ships, there is still a link which binds the personnel. 



102 HISTORY OF TRANSPORT SERVICE 

Shortly after the Armistice, Commander Eobert Hen- 
derson suggested that the spirit of comradeship and 
service developed during the war be perpetuated by a 
"War Society of the Cruiser and Transport Force." 
This suggestion was received with enthusiasm- The So- 
ciety was formed and a constitution with by-laws was 
draAvn and approved. In due time Lieutenant De C. 
Fales was directed to incorporate the Society under the 
laws of the State of New York ; Ensign K. B. Lanier was 
elected Treasurer, and Lieutenant Clifford N. Carver, 
Secretary. These officers, all of whom performed ex- 
cellent war service in the force under my conunand, have 
ably managed the affairs of the Society. It has expanded 
rapidly and is fast establishing itself as one of our 
national institutions. 

The following tables mil be foimd in the Appendix: 

Table A Organization of Cruiser and Transport Force July 1, 1918. 

Table B Report by months of Transport and Escort Duty performed 
by United States and Foreign Navies up to signing of Armistice. 

Table C Report by months of transport duty performed by U. S. Navy 
and all other ships, United States and foreign, in returning 
troops and other passengers to United States prior to signing 
of Armistice. 

Table D Report by months of transport duty performed by U. S. Navy 
and all other ships. United States and foreign, in returning 
troops and other passengers to United States since signing of 
Armistice. 

Table E Complete list of all U. S. Naval Transports and U. S. Battle- 
ships and Cruisers engaged in transporting troops to and from 
France between the dates of June 14, 1917, and October 1, 
1919, which were operated under the Command of the Com- 
mander of the Cruiser and Transport Force. 

Table F Sick and woimded returned by the Cruiser and Transport 
Force. 

Table G Record of ten leading troop carrying ships. 



CHAPTER Vn 

SINKING OF ANTILLES— FINLAND TORPEDOED 

LOSS OF THE Antilles 

The Antilles arrived in Brest, France, from New York, 
on October 7, 1917, with approximately 1,100 troops and 
officers. On October 15th she sailed for the United States 
in convoy with the U. S. Naval Transport Henderson, 
and the Army Cargo Transport Willehad, escorted by the 
U. S. S. Alcedo, U. S. S. Corsair, and U. S. S. Kanawha. 

The Antilles was an Army transport manned by mer- 
chant officers and crew, and carrying an additional detail 
from the Navy of two officers, two gun crews, quarter- 
masters, signalmen and wireless operators. The senior 
Naval officer was Lieutenant Commander D. T. Ghent, 
U. S. Navy. 

On the second night out of Brest the weather was 
intermittently squally and foggy, with a fresh easterly 
breeze and rough sea. During the evening the increasing 
sea forced the Kanawha to change course and leave the 
convoy. Early in the morning of the 17th the fog had 
cleared, permitting a view all around the horizon. 

At 6 :48 A. M., while in Latitude 48° 10' North, Longi- 
tude 11° 20' West, the quartermaster of the watch sighted 
a torpedo headed for the ship from two points abaft 
the port beam and about 400 yards distant. The torpedo 
was sighted almost simultaneously by the officer of the 
watch and the signalman. The rudder was immediately 

103 



104» HISTORY OF TRANSPORT SERVICE 

put over to turn the ship to starboard in order to parallel 
the course of the torpedo and reduce the target area 
presented by the full length of the ship. 

There was not sufficient time, however, and within 
half a minute after it was sighted the torpedo struck 
the port side of the ship and exploded in the after part 
of the engine room. The effect of the explosion was 
terrific ; the ship shivered from stem to stern, and almost 
immediately took a heavy list to port. 

One of the lookouts in the main top, although behind 
a canvas screen reaching to his shoulders, was whipped 
out of the top, thrown to the deck and instantly killed. 
The guns were manned at once by their crews, who 
searched the surface of the water for a glimpse of the 
submarine, but not even a periscope was sighted, nor 
was anything ever seen of the submarine. 

The explosion of the torpedo completely disabled the 
engines and wrecked the engine room, which was flooded 
almost instantly, and within a few moments the fire room 
and a cargo hold just abaft the engine room were also 
flooded. 

The ice machine in the en^ne room was wrecked and 
the escaping fumes of ammonia overcame the engineers 
who had not been killed outright by the explosion or 
thrown into the moving machinery. Of the engine room 
crew, only one man escaped; he was an oiler who hap- 
pened to be on an upper grating at the time and suc- 
ceeded in climbing up the hatch. All of the fire room 
crew were killed except two men who climbed to the 
deck through a fire room ventilator. 

Lieutenant Commander Ghent, seeing that there was 
no chance for the ship to remain afloat, gave the order to 
abandon ship shortly after the torpedo struck. 

Navy radio electrician C. L. Ausburne went to his 
station in the wireless room, relieving the operator on 



SINKING OF ANTILLES 105 

watch, and conunenced sending out the call for help and 
the ship's latitude and longitude. Ausbume remained 
at his station, going down with the ship, and in report- 
ing his act to the Navy Department, I wrote as follows : 

*'At the time the Antilles was torpedoed, Aus- 
burne went to his emergency station at the radio key 
in the Wireless Room. It was his duty to send the 
'SOS' distress signal and he evidently sacrificed his 
life in persistent endeavor to accomplish this duty. 
For this service, in which he distinguished himself 
conspicuously by gallantry and intrepidity at the 
risk of his life above and beyond the call of duty, 
I recommend that a posthumous Medal of Honor be 
awarded and sent to his next of kin. '^ 

The boat falls were manned without confusion, and 
the boats lowered with considerable difficulty. The ship 
listed to port and began to settle by the stern, making it 
impossible to lower two of the boats into the water. One 
of them had been destroyed by the explosion and the boat 
davit of another had been damaged so that the boat could 
not be swung out over the water. The heavy seas 
swamped two boats alongside and only four of them 
got clear of the ship. Life rafts were launched and the 
men who could not go in the boats jumped into the sea 
with their life belts on and swam to the rafts. The tem- 
perature of the water was 53° F. 

The ship was seen to be sinking rapidly, and the for- 
ward gun crews, who were still standing by their guns 
under command of Lt. (j.g.) R. D. Tisdale, U. S. Navy, 
were ordered to leave their guns and get clear of the 
ship. The after guns at this time were submerged. 

Ghent, engaged in seeing all hands clear of the ship, 
was walking aft to order some men in the water along- 
side to swim away to escape the suction when he him- 



106 HISTORY OF TRANSPORT SERVICE 

self was picked up by a heavy sea breaking over the deck 
and washed overboard into a tangle of floating wreckage. 

At this moment the bow of the ship rose vertically in 
the air and she began to slip rapidly, stern first, into the 
sea. The smokestack was just above Ghent's head and 
about to carry him under when the explosion of the boil- 
ers produced an upheaval of water which washed the 
life raft to which he was clinging a few feet clear of the 
stack. 

The ship disappeared into the sea only six and one- 
half minutes after she had been torpedoed. Sixteen en- 
listed men of the Army, returning to the United States, 
four of the Navy, forty-five of the merchant crew, 
one civilian ambulance driver and one colored stevedore, 
were lost, making a total of sixty-seven out of 234 per- 
sons on board. 

Most of these casualties were probably victims of the 
explosion. 

When the Antilles was torpedoed the Henderson and 
Willehad turned to starboard and port respectively, and 
proceeded at full speed. The yachts Alcedo and Corsair 
returned to the Antilles and circled about her on look- 
out for the submarine, one vessel patrolling while the 
other rescued the survivors. 

The ship was abandoned in excellent order and with- 
out undue excitement. The saving of 71 per cent of 
those on board in the rough sea that was running, while 
the ship went down in the unusually short time of six 
and one-half minutes, was a creditable performance. 

The gun crews, in particular, displayed coolness and 
daring, remaining quietly at their guns and searching 
for the submarine while the ship was sinking, hoping that 
they might get in one shot at least. 

Later, one of the gun crew, unable to find a raft, 
swam to a large ammunition chest which was floating 



SINKING OF ANTILLES 107 

about upright and perching himself upon it, caknly 
waited to be picked up. When the Corsair bore down 
directly for him he signaled to her in semaphore — ''Keep 
clear, this box contains live ammunition I" 

The following is excerpted from a letter written to 
me by Captain L. W. Steele, Jr., U. S. N., then command- 
ing the U. S. S. Henderson, next ship to the ill-fated 
Antilles. 

U. S. S. Henderson. 
October 18, 1917. 
My deab Admikal, 

Yesterday we witnessed the sinking of the poor old 
Antilles, our companion of all three voyages. She was 
struck at 6:47 A. M. Greenwich Mean Time, and as we 
were in longitude 11° 22' W., this time was just about sun- 
rise. 

We were in column, this ship leading, followed by 
Antilles and a freight steamer named Willeliad, or some- 
thing like that. Our escort, the yachts Corsair and Al- 
cedo, were some distance, 3,000 yards, ahead of the col- 
umn. We were zigzagging, plan one, and you can sketch 
the position we were in at 6 :47. Our speed was 10 knots. 
The sea was a bit choppy, with enough white caps to 
make discovery of a periscope extremely difficult. 

I was attracted by the sound of Antilles 's whistle, and 
looked around and saw the explosion of the torpedo 
against her port quarter, about opposite the well deck. 
The water rose as high as the hounds of her mast. This 
w^as followed almost immediately by an internal explo- 
sion aft, and she began to list to port. I remember 
Ghent's telling me that all her heavy machinery, stores, 
etc., were on the port side. 

In the meantime I was busy taking Henderson away 
from that vicinity. It is not a pleasant feeling, Ad- 



108 HISTORY OF TRANSPORT SERVICE 

miral, to run away from a ship in such a predicament, 
and it should be strongly emphasized in orders so that 
a person doing it will not feel such a deserter. But the 
yachts were already returning. 

The next glimpse I had of Antilles she had turned 
head on to our position, and all her boats seemed to be 
lowered to the water. And then, in a very short time, 
I looked again, and there she stood, upright against 
the red morning sky, looking like some strange monster. 
She sank vertically and rapidly, but silently, and Antilles 
was no more. 

Four, it was, I think, of her boats we counted, and 
the water dotted with heads. The water closed over her 
at 6 :53i/0 — it had taken six and one-half minutes ! I do 
not like to picture the awful confusion caused by her 
standing vertical in the water — what crashings there 
must have been ! We hope and pray that many of those 
men were picked up, but there must have been many 
casualties. It made many of us very quiet and thought- 
ful yesterday — some did not eat a bite all day after see- 
ing it. 

It is practically certain that the sub which sank Afir- 
titles fired at Henderson and missed. There was no rea- 
son to pass us by for a smaller ship half as well armed. 

Finland torpedoed 

The Transport Finland arrived in France on Octo- 
ber 7th in the same convoy with the ill-fated Antilles, 
and sailed again for the United States in the early morn- 
ing of October 28th in company with the cargo vessels 
Buford and City of Savam/nah. The escort was made up 
of the armed yachts Alcedo, Corsair and WaJciva, and 
the destroyers Smith, Lamson, Preston and Flusser. The 
speed of the convoy was eleven knots. Commander S. V. 





DOW V I hi: i; \ vi;-ri \ s K . iiii; i\-~r 
"(i\ KH iiri: iiif" inii iiiiisi: iitoni's 



III i: K \ isi:n s (U) A r. oi i ici.xi 
Till: "JTi II DUltilON 




i)isi:m 1' \iiKi:i) mooi-s, iiii: .'JOTTir ami 'JOHtii 
i\i ANTin IN iiii: ni:si:in' Alios ^■ mids at 
ii<iiioKi:\ \ssi:m iii.i:ii i on iioi i caii 




COKATIOKS AT I'lER IN IIOBOKKN TO (ilil'.KT TIIK 
rUKN OK GKN'EHAI, PERSHINCi 




KI'AIKIM) I) «.! lOI \N PIUSOXERS ON U. S. S. 

I'KINC'ESS MATOIKA," COM Jl A N DEI) BY CAPTAIN II. U. IIINCKl.EY, U. S. C. T, 




iHwsi'oKi "m adawaska" akrivikg with thoops 

AT NKWI'UIIT NKVVS 




SOI.UIKHS ON l)i;c K ui ".madawaska" 
rilKIR 'J'UHN TO (iO ASIIOHK 



AVVAll IJvti 



FINLAND TORPEDOED 109 

Graham, U. S. Navy, was the senior Naval Officer on 
board the Finland^, 

At 9 :27 of the same morning of departure, while in 
Latitude 46° 49' North, Longitude 6" 21' West, a torpedo 
fired at the Finland was sighted about thirty degrees 
abaft the starboard beam at a distance of about 200 
yards. A few seconds later it struck the starboard side 
under the bridge before the ship could be maneuvered to 
avoid it. 

Both the Finland and the Antilles were manned by 
civilian crews, the Naval personnel on board being addi- 
tional to safeguard the ship against the enemy and to 
take charge in emergency. The Finland was carrying 
home the survivors of the Antilles, and the majority of 
these merchant sailors were a very low class of foreign- 
ers of all nationalities, the sweejjings of the docks, 
shipped just before sailing from New York for one voy- 
age only. The terror from which the men of the Anr- 
tilles had not yet recovered had been communicated by 
their stories to the crew of the Finland, which was made 
up of the same type of men. 

The result was that when the torpedo struck the ship 
both the crew of the Fimland and the survivors of the 
Antilles rushed to the boats and began lowering them. 
Some of the boats were in the water and some were cap- 
sized before the Naval officers and ship 's officers gained 
control of the situation. 

At the same time the engine room and fire room 
crews left their stations and rushed on deck, which was 
contrary to orders. These men were finally driven be- 
low with the aid of a revolver and a heavy wooden mallet, 
and the engineers' stations were again manned. 

As the ship began to list heavily to starboard, the 
other boats were lowered in a more orderly manner, 
with the passengers and some of the crew in them. 



110 HISTORY OF TRANSPORT SERVICE 

The damage was found to be confined to one of the 
cargo holds, which was flooded; the engine room and 
fire room compartments were intact. The list which the 
ship had taken did not increase, and Graham decided 
that the ship would remain afloat and that she could be 
worked under her own steam. 

A number of men who were drifting about in the boats 
were taken on board and the remainder left to be picked 
up by the Wakiva and Alcedo, which were standing by 
and rescuing men in the water. At 10 :45, the Finland 
shaped a course for Brest and anchored in the harbor 
the next morning. 

As a result of this experience with the ignorant and 
unreliable men composing the crew of the Finland, the 
Court of Inquiry which investigated the circumstances, 
recommended that all troop transports be officered and 
manned entirely by Navy personnel. This reenforced 
the recommendations I had previously made and was 
done as rapidly as possible. 



CHAPTER VIII 

LOSS OF PRESIDENT LINCOLN— COVINGTON TORPEDOED 

AND SUNK 

THE LOSS OF THE President Lincoln 

On the 29th of May, 1918, a convoy consisting of the 
Troopships Rijndam, President Lincoln, Susquehamia 
and xintigone, escorted by destroyers, sailed from Brest, 
France, on the return voyage to America. 

At about sundown the next day, having almost passed 
through the so-called danger zone of supposed greatest 
submarine activity which would be completely cleared by 
the next morning, the destroyer escort left the convoy 
to make rendezvous with and act as escort for another 
convoy carrying troops eastward bound. It was our 
policy always to provide maximum escort strength for 
ships loaded with troops. The homeward bound ships 
had to run chances when the exigencies of war required 
that chances be taken. 

At this time the German submarine U-90, Captain 
Eemy in command, was on her cruising station about 300 
miles to the westward of the French Coast. She was 
making five knots on the surface, when, about one hour 
after midnight, her lookout sighted in the moonlight a 
convoy, distant about 2,000 yards. 

Captain Remy, at a safe distance, trailed this convoy, 
which included the President Lincohi, and finding that 
he had superior speed, he made a wide detour on the 
surface in the hope of getting ahead in position to attack 
the next morning, 

111 



112 HISTORY OF TRANSPORT SERVICE 

In this he was successful, and being in a favorable 
position, he submerged before the convoy was near 
enough to sight the smaller submarine. Remy singled 
out the President Lincoln for attack as she was the 
largest in the group. The submarine approached from 
the port bow, intending to close just ahead of the left- 
hand ship, the Ripidmn, her quarry being the second 
ship, while the Antigone and Susquehanna were the third 
and fourth ships from the left of the line and, therefore, 
on the other side of the Lincoln. 




'3rii>gf- 



J^t.Mee< 



TORPEDOING OF THE PRESIDENT LINCOLN 



The submarine Captain was skillful in his maneuver- 
ing, except that he got a little nearer the Rijuda/tn than 
was comfortable for him, and narrowly escaped being 
rammed by that vessel, as is shown by the accompanying 
sketch. No doubt he was confused by the zigzag courses 
the convoy was steering. 



PRESIDENT LINCOLN TORPEDOED 113 

^> 

The weather conditions were favorable for the sub- 
marine in that they made it difficult for the lookouts to 
detect the periscope. The wind was southeasterly and 
stirred up numerous white caps on which the sunlight 
glittered, making it practically impossible to distinguish 
a periscope and its wake at any great distance. 

It was not until the firing exposure of the periscope, 
made almost directly under the port bow of the Rijndam, 
that the transport lookouts saw and reported the enemy. 
Captain Remy, however, had already fired a salvo of two 
torpedoes, closely followed by a third, and his aim was 
good. Even his passing so close to the bow of the 
Rijudam, since he missed being rammed, worked in his 
favor because the guns of that vessel could not be brought 
to bear upon his periscope before he totally submerged. 

The first two torpedoes fired were running close to- 
gether and one of them was near the surface, almost 
broaching; these were heading for the forward part of 
the Lincoln. The third one was a little behind the other 
two, and headed toward the after part of the ship. The 
lookouts on board the Lincoln sighted the torpedo wakes 
heading for their ship and it looked to them as though 
they had been fired by the Rijndam^ 

Lieutenant Wesley G. Martin, U. S. N. R. F., Officer 
of the Deck, immediately had the helm thrown over and 
cut in the general alarm switch. A few seconds later, 
before the ship could answer her rudder, two torpedoes 
hit simultaneously directly under the bridge, throwing up 
a great volume of water, which drenched every one in the 
port wing. By this time Captain P. W. Foote, U. S. Navy, 
was on the bridge and took command of the situation. 

Immediately after the first explosion, the third tor- 
pedo struck aft, about 120 feet from the ship's stem. 
At first Captain Foote was in hopes that the ship might 
be saved, but in about five minutes she was seen to be 



114 ITISTOTIY OF TRANSPORT SERVICE 

settling rapidly, and Lieutenant Edward Baker, U. S. 
N. 11. F., Officer of the Watch in the engine room, re- 
ported that the after engine room bulkhead had given 
away and the engine room was Hooding. Water was 
seen rising in hold No. 3, which was just forward of the 
bridge, and it was realized that the ship was doomed. 
About twelve minutes after the explosion Cax)tain Footo 
gave the order to abjindon ship. 

Boats and rafts were lowered into the water in an 
orderly and seamaidike maimer. The sick were placed 
in the emergency life saving suits and made comfortable 
in their assigned boats, the Medical Department effi- 
ciently performing their emergency duties under the 
direct! (m of Surgeon Whiteside. 

Surgeon Whiteside and Assistant Paymaster Mowat 
were last seen standing on the after end of the port side 
of **C" deck just before the ship sank. Both these offi- 
cers were lost and it is probable that they became en- 
tangled in wreckage and were dragged down by the ship. 
It is thought that Assistant Paymaster Johnson, who 
was last seen supervising the launching of rafts and di- 
recting his men over the side, suffered the same fate. 

Under the direction of the Captain and Executive 
Officer, Lieutenant Commander Lind, boats and rafts 
were lowered promx)tly and without mishap. The men, 
all wearing life preservers, then slid down the life ropes 
into the water and were picked up by the boats and 
rafts. The rafts were tied up to the boats and pulled 
clear of the sinking ship. 

At about 9:20 the Chief Master-at-Arms reported to 
Captain Foote that the decks were clear of people, and 
as the ship went down the Chief Master-at-Arms, Execu- 
tive Officer, and Captain, the latter being the last to leave 
the vessel, went over the side and swam out to th(! boats 
standing by to receive them. The President Lincoln kept 



PRESIDENT LINCOLN TORPEDOED 115 

on an even keel and sank with her colors flying about 
twenty-five minutes after the first explosion. 

Immediately after the torpedoing, the accompanying 
transports scattered in accordance with the rigid orders 
requiring them to (io so, but they sent messages to de- 
stroyers to go to tlie assistance of the Lincoln survivors. 
The U-boat waited in the vicinity, in the hopes that one 
of the transports might come back and fall victim to 
attack. But disappointed in this, the submarine finally 
came to the surface and steamed toward the boats and 
rafts which by this time had been secured together. 

CI. A. Anderson, Seaman 2nd Class, was ordered from 
a raft to come on board the submarine. Anderson re- 
ported that the officers of the submarine treated him 
very nicely, took him below decks, gave him some cognac 
and coffee. The CJ-boat Cajjiain asked Anderson in 
English where the Captain of the President Lincoln was, 
to which he replied that he did not know, but thought 
that he had gone down with the ship. 

The boat commanded by Lieutenant Commander A. B. 
Randall, U. S. N. R. F., who had been a passenger on 
board the Lincoln, was then ordered alongside. Ensign 
C. R. Black, U. S. N. R. F., was in the boat, and Captain 
Remy of the submarine recognized him, as they had at- 
tended the same college in the United States, and called 
out in perfect English, ''We don't want you. Black." 

Although the boat containing Captain Foote was 
closely scrutinized, he escaped detection by removing his 
blouse and cap and disguising himself as a sailor. Lieu- 
tenant Isaacs, however, w^as taken prisoner and the sub- 
marine sailed away and was seen no more. (The adven- 
tures of Lieutenant Isaacs will be told in a later chapter.) 

Under the direction of Captain Foote, boats and rafts 
were assembled together before sundown, in one long 
line, and all hands settled down to make the best of their 



116 HISTORY OF TRANSPORT SERVICE 

situation. Signal rockets were sent up every ten min- 
utes and disclosed the men crowded in the boats and 
roosting on the rafts, laughing and talking and keeping 
themselves cheered up. Each rocket was the occasion 
of an outburst of enthusiasm, and the songs most often 
sung were, '^Hail! Hail! the Gang's All Here!" and 
''Where Do We Go From Here, Boys?" 

Shortly after 11:00 P. M. an answering signal was 
seen in the distance, announcing the approach of help. 
Soon after the American destroyer Warrington, Lieu- 
tenant Commander George W. Kenyon, U. S. N., arrived, 
and about an hour later the Smith, Lieutenant Comman- 
der Kline, joined in the rescue work. This was a skill- 
ful piece of navigation and had there been delay there 
might have been serious loss of life, especially among 
the 200 men who were on the rafts. The survivors were 
quickly taken on board and the destroyers headed for 
Brest, where they arrived the next day. 

Subsequent musters showed that out of 715 souls on 
board, 4 officers (including Lieutenant Isaacs taken 
prisoner) and 23 enlisted men, all belonging to the ship's 
company, were lost. All the Army passengers on board 
were saved. 

In the case of the President Lincoln, as in all the 
casualties suffered in the Cruiser and Transport Force, 
whether due to the enemy, collision, fire, or other cause, 
the loss of life was astonishingly small. This was due 
to the high state of discipline which prevailed, and to the 
methods and drills previously devised and carried out. 
Captain Foote in his report states that Lieutenant Com- 
mander W. L. Lind, U. S. Navy, the Executive Officer of 
the ship, was particularly responsible for conducting 
these drills and also that he rendered valuable service 
both before and after the President Lincoln was sunk. 

The Executive Officer is the second in command and 



PRESIDENT LINCOLN TORPEDOED 117 

by Navy regulations the Captain ^s representative as the 
organizer and administrator of the ship. The conditions 
under which transports were operated in the submarine 
zone compelled the Captain practically to live on the 
bridge. His time was taken up with the safe navigation 
of the ship through the submarine zone. He was the 
outside member of the firm; the Executive Officer was 
the inside member. Details of organization, administra- 
tion and inspection were necessarily left largely to him; 
much more so than the Regulations ever contemplated. 

One of the novelties of this war was that our very 
small deep sea merchant marine made it necessary to 
use regular Naval Officers in manning the seized Ger- 
man ships. It speaks well for their capacity that they 
were so successful in handling a new type of ship under 
the trying conditions imposed by troop transportation 
through submarine waters. Much credit should be given 
to the Executive Officers of the transports. Their job 
was complicated and difficult, because they really had two 
organizations to handle in cooperation, one for the 
troops and one for the ship. 

Lieutenant Colonel W. H. Clopton Jr., of the Tank 
Corps, U. S. A., was the Senior Army Officer passenger, 
and the following is quoted from his official report : 

I cannot close this report without testifying to the 
splendid manner in which Captain Foote, his officers and 
men, conducted themselves from the moment the torpedo 
hit the ship, until we were picked up by the Warrington 
and the Smith. 

Confusion, but that orderly confusion which bespeaks 
of discipline and a thorough understanding of the indi- 
vidual duty and obligation, existed. Life rafts were 
rapidly pushed overboard. Crews assembled at their 
stations and all made ready to abandon ship. Cheerful- 



118 HISTORY OF TRANSPORT SERVICE 

ness prevailed and a hearty response to duty that should 
make any Commanding Officer proud of his men. 

Captain Foote's subsequent action after the ship had 
sunk, in assembling all rafts and life boats and giving 
instructions for the night duties, unquestionably pre- 
vented loss of life, through drifting, and expedited the 
work of the relief ships. 

The work of locating us and the reception accorded 
the survivors by the U. S. S. Warrington and Smith can- 
not pass without a word of gratitude. The prompt ap- 
pearance of these two ships was indeed cheering to the 
men 440 miles from shore, and the hot coffee, lunch and 
dry clothes which were given the men were most wel- 
come. 

On behalf of the military passengers I desire to ex- 
press our heartiest gratitude for the manner in which 
the naval officers and men handled the situation from 
beginning to end. 

(Signed), Wm. H. Clopton, Jr. 
Lieut. Col., Tank Corps, U. S. A. 

The survivors were transported from Brest to New 
York on board the U. S. S. Great Northern, and upon 
arrival, Captain Foote submitted the foUowdng request: 

''The Commanding Officer is glad to report that the 
officers and men surviving the President Lincoln still 
form practically a complete ship's organization due to 
the small though regrettable number of its members lost 
in the engagement with a Gennan submarine. They are 
still filled with a courageous spirit, and all that is desired 
is time and facilities to obtain new outfits of clothing, 
etc., and that they be held together in one organization 
and assigned to duty in another ship and that they may 
be continued in the work which they have been perform- 



PRESIDENT LINCOLN TORPEDOED 11^ 

ing in the past ten months in connection with transport- 
ing our troops to Europe. ' ' 

It gave me much pleasure to approve this request in 
the below endorsement: 

"I approve the suggestion that, if possible, the sur- 
vivors of the President Lmcoln be transferred together 
to another ship — it is possible that the Department may- 
have in view the commissioning of some new transport 
in the near future — at all events it is recommended that 
Commander Foote be assigned to command another ship 
in my Force at the first opportunity." 

TOKPEDOED ON THE u. s. s. President Lincoln 

The following story was told to me by Chief Yeoman 
Leonard McCallum: 

At about 8 :55 on the morning of May 31, 1918, while 
down in the small stores compartment of the U. S. S. 
President Lincoln, I suddenly heard two loud explosions 
forward, followed a second later by an explosion aft 
which seemed to shake the whole ship and shove her 
back in the water. Then the General Alarm sounded and 
with the roar of our forward guns I realized that we had 
been torpedoed. Seizing a life preserver I hurried up 
on deck. 

As I reached the main deck, the ship listed slightly 
toward the port side and the water poured in from that 
direction, the torpedoes having hit on the port side. 
However, there was no confusion, every man knew where 
to go and was hurrying quickly and silently to his sta- 
tion. Joining my division on the port side of " C " deck, 
I reported to Paymaster Mowat and was ordered to go 
below and secure the payrolls and cash book. The men 
of the division were lined up in two rows facing outboard 



120 HISTORY OF, TRANSPORT SERVICE 

awaiting the order to ** Abandon Ship" and watching the 
accompanying transports tearing away from us. The 
life boats were being lowered, all orders being shouted 
from the bridge. 

Wlien I returned from the pay office, the order to 
abandon ship had been given and the men were all work- 
ing together sliding life rafts over the side. The disci- 
pline was perfect, not one man attempting to leave the 
ship until the order was given. The first rafts to get 
away from the ship had firemen on them and as they sat 
on their rafts they sent up cheer after cheer for the 
forward gun crews who were firing in water up to their 
knees. 

When it came my turn to abandon ship I slid down 
a line and sort of stepped onto a raft upon which there 
were five other lads. We started to paddle away from 
her side but were forced back against her twice. Officers 
were singing out for all to get away as quickly as pos- 
sible on account of the suction. That didn't bother the 
crew much because as some of them tried to paddle away, 
they'd yell, ''Liberty party shoving off, etc." It all 
seemed more like a picnic. 

When we felt that we were a safe distance away from 
the ship we turned to take a last look at her and what 
a fascinating sight she was. Our flag was flying, the gun 
crews were firing, the steam was hissing and above it all, 
sounding like the death cries of some big old animal, 
could be heard the mournful shriek of the siren. She 
seemed to be sinking veiy slowly, when suddenly there 
was a loud explosion, her big stack was forced back on 
the water and with a mighty roar the President Lincoln 
disappeared stem first under the waves. Eighteen min- 
utes before we were a happy crew, proud of our ship, 
proud of the illustrious name she bore and of her record. 



PRESIDENT LINCOLN TORPEDOED 121 

Now all that was left of her was floating wreckage and 
in life boats and on rafts we were braving the Atlantic 
800 miles from France. 

After the ship sunk, the life boats started to take the 
men off the rafts into the boats. I was pulled into a life 
boat after being on a raft about an hour. The boat I 
was pulled into happened to be Captain Fpote's. I didn't 
recognize him right away in his new guise, his blouse 
removed and in its stead a khaki shirt and a sailor's 
white hat pulled over his eyes. 

We drifted around perhaps for about two hours when 
suddenly cheers were heard coming from the rafts quite 
a distance from the main group. Looking in their direc- 
tion we observed what appeared on the horizon to be a 
French bark; it proved to be the submarine. From a 
distance, her wireless mast resembled rigging. When 
Commander Foote realized that it was the submarine, 
he gave orders to lay to, so we just drifted until she 
cruised into our midst displaying the German ensign. 
The submarine appeared to be about 450 feet long with 
a fully outfitted wireless mast. A couple of officers were 
stationed in the conning tower, and three or four of the 
crew attired in leather were walking about the deck. 

The first raft she encountered was occupied by a sea- 
man named Anderson, the ship's cobbler. Anderson was 
taken aboard the submarine and questioned by the Ger- 
man Commander as to the whereabouts of our Captain, 
and then taken below and given warm food and cognac. 
A baker named Chaddick, who also was on a raft alone 
near Anderson, saw him being taken aboard, and yelled to 
some lads near him, ''Well, they don't get me," and swam 
from his raft to a more crowded section of the survivors. 
Cruising in among the life rafts and boats the German 
Commander kept inquiring for the Captain of the Presi- 
dent Lincoln: Invariably every one replied that "he had 



122 HISTORY OF TRANSPORT SERVICE 

gone down with the ship. ' ^ Few knew that he had sur- 
vived. 

Apparently satisfied, the Commander then discovered 
Lieutenant Isaacs in a boat wearing his blouse, one of 
the very few officers who wore them that day. Ordering 
Lieutenant Isaacs' boat alongside the submarine, the 
German Commander pointed toward him and said : * ' You 
will come forward. ' ' Lieutenant Isaacs boarded the sub- 
marine and saluted; the salute being returned, his ''gat" 
was taken from him and we realized that he was a pris- 
oner. Anderson was then brought out and ordered into 
Lieutenant Isaacs' boat. Then an officer on the subma- 
rine produced a movie camera and numerous pictures 
were taken of us. 

The submarine then drew off a distance with her bow 
facing us, forward gun aimed at us and a seaman sta- 
tioned apparently ready to fire on us. A deadly silence 
settled over us all. We felt that this was to be the end 
of it all ; we were to be shelled. They had taken one of 
our officers prisoner and pictures of us. One ''gob" re- 
marked, "AVell, here comes the fireworks." Just as we 
expected to feel the hail of the shells, the German Com- 
mander must have changed his mind and ordered the 
man away from the gun. She disappeared shortly after- 
wards, reappearing in about an hour, cruised about us 
once again and finally disappeared in the east. 

After our Captain assured himself that she had gone,, 
he gave orders to tie the twelve life boats by bow and 
stern line, and each boat was to take aboard as many men 
as it could possibly hold. Most of the life boats had 50 
men in them besides towing life rafts. When we felt 
that the submarine had disappeared for the last time our 
spirits arose. We expected to be picked up by the de- 
stroyers the next day, anyway, so why worry. Night 
eame on, the sky was spangled with stars, although it waa 



PRESIDENT LINCOLN TORPEDOED 123 

quite cold. Everybody was trying to cheer everybody 
else up. At about 9:00 o'clock it became real dark, and 
at ten-minute intervals Coston signals were lit in each 
life boat. The boys started to sing all the popular songs 
such as '^Good-by, Broadway; Hello, France," ''Over 
There" and "Keep the Home Fires Burning." We 
must have been a weird looking group away out there, 
but thus the hours passed. 

Shortly after midnight a quick pale yellow gleam 
quivered a. short distance away from us, and the next 
moment the destroyer Warrimgton was in our midst. 
It was the most welcome sight we ever saw, so again we 
cheered. Inquiring of Captain Foote when we had last 
sighted the submarine, she then told us to stand by to be 
rescued. This proved to be very risky work, taking so 
many men aboard in the darkness. Our boats would be 
brought alongside and we would stand up until the de- 
stroyer rolled towards us. Then the men on the destroy- 
er would reach down and grasp our hands and pull us up. 
In that manner, over 400 of us were taken aboard the 
Warrington. The destroyer Smith had in the meantime 
arrived and while the work of rescue was on circled about 
on the alert for any appearance of the submarine. She 
later took aboard the balance of the survivors, about 350. 

When we got aboard the destroyer the crew showed 
us every courtesy. They fed us, brought forth dry cloth- 
ing and shoes and gave up their bunks to us and went up 
on the decks and slept. Their cigarettes running low, 
each cigarette was cut in half and so we all managed to 
get a puff, at least. At about 4 :00 A. M., all the life boats 
and rafts being empty, we started back to Brest. 

At about 8:00 o'clock the next morning (Saturday) 
the destroyer Smith was seen to cut across our bow at a 
terrific speed, and then we learned that she had sighted 
a periscope. She fired and dropped some depth bombs 



124 HISTORY OF TRANSPORT SERVICE 

and we wondered what would happen next. On Sunday 
morning we arrived at Brest and were taken aboard the 
transport Great Northern homeward bound. 

On Monday morning the Court of Inquiry was held 
aboard and for the first time we learned who was missing 
among our shipmates. I think that out of 785, we lost 
26 men, three officers. Lieutenant Commander Whiteside, 
Lieutenant Mowat and Ensign Johnson and 23 enlisted 
men. Not one of the Army passengers aboard was lost, 
though some of them were helpless and had to be assisted 
from the ship. As thrilling as the whole experience was, 
I would face another without fear at sea, because that 
day I saw how the officers and men of the Navy conducted 
themselves in the face of danger and it made me prouder 
than ever that I was an American. 

THE LOSS OF THE Covmgton 

The Covmgton, formerly the Cincvrmati, a Hamburg- 
American liner of 26,000 tons displacement, was manned 
by a crew of 734 men and 46 officers, and had been pro- 
vided to carry 3,500 troops. (Her capacity was later in- 
creased to approximately 5,000.) She made an excellent 
record as a troop transport and at the time of her sinking 
was on her sixth voyage, returning from Brest to New 
York. 

The refitting and repair of this German ship for 
service as a naval transport reflected great credit on 
the Boston Navy Yard, as she sailed with her first load 
of troops just 90 days after the work had been begun. 
The engines had been badly damaged by the owners and 
it was due chiefly to the efforts of Commander Frank 
Lyon, U. S. N., the Yard Engineer Officer, that repairs 
to the machinery were so expeditiously effected. The 
electric welding of the damaged cylinders, which was an 
unqualified success, took 51 days. 




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COVINGTON TORPEDOED 125 

The Covington, Captain R. D. Hasbrouck, U. S. Navy, 
in command, had sailed from France on June 30, 1918, 
in a convoy of eight transports, including the Lenape, 
Rijndam, George Washington, De Kalb, Wilhelmina, 
Princess Matoika, Covington and Dante AligJiieri. 

Captain E. T. Pollock, U. S. N., commanding the 
George Washington, was the Group Commander, and on 
the evening of July 1st the convoy was proceeding in 
two lines under escort of seven destroyers, speed 15 
knots, all ships zigzagging in two lines as shown by the 
accompanying sketch. 

At about 9 :15 P. M. lookouts on board the Covvngton 
sighted the wake of a torpedo heading for the ship, 200 
yards on the port beam. The Executive Officer, Lieuten- 
ant Commander Marshall Collins, U. S. N., w^as on the 
port wing and gave the rudder order, "Hard right." 
About ten seconds later the torpedo hit at the forward 
engine room bulkhead on the port side, well below the 
water line, throwing a mass of water and debris high in 
the air. Shortly after the torpedo hit, gun No. 6, on the 
port quarter, opened fire on what appeared to be a peri- 
scope wake. 

The mortally wounded ship took a quick list to port 
of about 20 degrees; then, as the water found its way 
across the ship, swung back to a five degree list. The 
main engines were at once put out of commission. Lieu- 
tenant B. C. Edwards, U. S. N. R. F., Chief Engineer, 
soon reported to the Captain, who was standing on the 
starboard bridge wing at the time of the explosion, that 
the water in the engine room was at the tops of the main 
engine cylinders, and in the fire rooms at the top of the 
boilers, thus completely flooding the ship's two largest 
compartments. 

The crew went to collision quarters to save the ship 
and also made ready to lower the boats in case it became 



126 HISTORY OF TRANSPORT SERVICE 

necessary to abandon ship. There were no lights show- 
ing and the emergency lights on the battle circuits were 
kept out, in order not to show the position of the ship. 
Although the escorting destroyers had driven off the 
enemy by a depth bomb barrage, the ship with her motive 
power gone was in a precarious condition. She was 
gradually listing to port and giving evidence of loss of 

REIO 
JARVJS 

LEWAPE ^^^^ 

WILHELMIWA 



RIJNDAM 




PRINCESS 
MATOIKE 



EOR<3 E WA SHffsiSTON 
QAmTE At-ESHieRI 



CoviiMQ-ro»>J 

UTTUE 

DeKAUB 

SMITH 

PORTER 

COMIMOR 
TORPEDOING OF THE COYIUQTO^ 

stability. There was also a possibility of the submarine 
firing another torpedo and quickly sinking the ship be- 
fore she could be abandoned with a resulting heavy loss 
of life. The increasing list, moreover, would soon pre- 
clude lowering the boats. The Captain decided to insure 
the safety of the crew and to conduct such salvage opera- 



COVINGTON TORPEDOED 127 

tions as might be possible. Under trying conditions the 
entire crew were transferred quickly and skilfully to 
the destroyer Smith. 

The Captain, with volunteer officers and men, re- 
mained on board to collect the ship 's papers and to insure 
that none of the sliip's confidential matter should be com- 
promised. This work being completed, they then left the 
ship in the last boat. 

After a careful search by the Smith of all boats and 
rafts, that had by this time drifted well to leeward, the 
Captain returned to the Covington with an organized 
salvage party in one of the ship's pulling boats and sent 
the heavily overloaded Smith to Brest. 

About 5 :00 A. M. the 2nd of July, the destroyer Read 
and three tugs arrived on the scene and a little later two 
more destroyers. About an hour later, the Covington, 
in tow of the tugs and protected by the destroyers, was 
headed at a speed of five and one-half knots for Brest, 
150 miles away. 

The shi]^ was listing about 20 degrees to port and this 
list gTadually increased. At noon the fist suddenly in- 
creased about 10 degrees, and by 1 :30 the ship was heel- 
ing 45 degrees to port and gradually sinking by the stern. 
Towdng lines were then let go. At 2:30 her bow rose 
sharply in the air to a vertical position, and two minutes 
later she slid rapidly below the surface with a loud rush- 
ing sound of escaping air and a great upheaval of the 
water. 

Of a total of 780 officers and crew, only six men were 
lost, less than one per cent. Of the passengers, all were 
saved. Mr. William H. Fulton, the only civilian on 
board the ship, addressed the following letter to the 
Captain : 



128 HISTORY OF TRANSPORT SERVICE 

AMERICAN EXPEDITIONARY FORCES 
YOUNG men's christian ASSOCIATION 

Headquarters 
12 Rue D'Aguesseau, Paris. 

July 6, 1918. 
Captain R. Del. Hasbrouck, 

U. S. Navy. 
My Dear Captain Hasbrouck: 

As the only civilian on your ship, the Covmgton, when 
she was torpedoed, may I venture to express to you my 
profound admiration for the conduct and bearing in the 
hour of peril of officers and crew from yourself, our 
Captain, down to the humblest sailor! 

In the enjoyment of the courtesy you so generously 
extended to me as Y. M. C. A. secretary, I had, about 
fifteen minutes before we were struck, completed the 
rounds of practically the entire ship, chatting with mem- 
bers of the crew as occasion pei*mitted and observing 
with the interest of a landsman the appointments and 
routing of it all. It was shipshape, as you of the Navy 
would say ; every man at his place of duty, the watch all 
alert, the gun crews prepared for any emergency. When 
the ship was struck, listed so heavily, shuddered, and to 
me seemed about to go down, we had the conditions 
which would have made for panic in any but the most 
thoroughly disciplined men. But I did not see even the 
suggestion of panic. Orders were handed down and 
obeyed almost as though it were one of our *' abandon 
ship ' ' drills. Conduct in accord with the very finest tra- 
ditions of the Navy was taken for granted. It was not 
exceptional, it was everywhere. 

The most viviJ pictures of heroism were rapidly im- 
pressed upon my memory — the gun crews firing away 
with unerring accuracy from gun decks that so far as the 



COVINGTON TORPEDOED 129 

gunners knew might at any second be submerged ; groups 
in the water, crowded on rafts and singing their merry 
songs, '■ ' Keep Your Head Down, Fritz, ' ' and ' ' Hail ! Hail ! 
the Gang's All Here." Men voluntarily going back and 
forth between the destroyer and the ship, as many as 
three times, to bring their shipmates off, and only in 
utter exhaustion yielding the oars to other hands! It 
was notliing short of sublime, yet it all Avent on as if only 
a part of the regular routine. Danger was not only not 
feared, it was disdained. 

Sad as it is that any of our brave boys should have 
lost their lives, it is remarkable that there were so few. 
It was one of those miracles which are performed only 
through the wisest forethought and the finest discipline. 

It must afford you the deepest satisfaction. Sir, to 
reflect that in so signal a way you were not only the rep- 
resentative of our country but the arm of Him who 
travels all seas in bringing about His great purpose. 

For myself I shall always be grateful that it was 
given to me in a humble sense to represent the nation's 
civilian population in an hour of strain and peril, and 
there to see the nation's seamen equal to that hour. 

Deeply conscious of what we owe to you as an officer 
of our Navy, and no less appreciative of your uniform 
kindness to me personally, I am, 

Respectfully yours, 

(Signed), Wm. H. Fultoist. 

A youthful bluejacket of the Rijndam, Coxswain 
Baumann — one of the type who came in for the war and 
got what he came in for — told me the following story of 
the torpedoing of the President Lincoln and the Coving- 
ton. 

*'It was the Rijndam's first trip across as a transport, 
and, believe me, all hands were on the job all the way to 



130 HISTORY OF TRANSPORT SERVICE 

France keeping all their eyes on the lookout for sub- 
marines. 

''But we didn't see any on the first half of the trip, 
and after the excitement of getting rid of the soldiers 
and taking a squint around Brest, we got under way for 
home expecting a quiet run without any rows. 

"There were four of us left Brest at 10:00 o'clock 
on the morning of the 30th of May — the Rijndam, the 
Susquehmina, the Antigone, and the President Lincoln. 
The convoying destroyers left us that first night and the 
next morning we formed in line, the Rijndam on the left 
flank, and then the President Lincoln five hundred yards 
abeam of us, and then the Susquehanna and the Antigone. 

"At about 8:30 that morning, having just come up 
on deck with my bucket of water, I heard the cry of 
'Submarine!' come from the fo'c's'le. I looked for- 
ward, and there from right under our bows I saw come 
streaking the wake of a torpedo. And it was headed for 
the President Lincoln. 

"I saw it hit her fair — right under the bridge. There 
was a boom, and then a great sheet of water and timbers 
and parts of the bridge flew up into the air. 

"Then right up alongside us — too close for our guns — 
appeared the submarine, a long, gi'cen, slimy thing. She 
submerged immediately, before any one could have 
counted five. 

"Right away the Lincoln started dropping back and 
listing to port. 

"We were all watching her, of course, but we did not 
see the wake of the second torpedo. It hit the poor old 
Lincoln fairly well aft. There was another big boom 
and another shower of water and splinters and bits of 
boats — and over and above all flew the body of a sailor 
high in the air. It's going to be a long time before I 
can get that thing out of my mind — that tremendous 



COVINGTON TORPEDOED 131 

shower of spray and wreckage and 'way above every- 
thing that poor smashed kid, his white suit standing out 
against the blue sky. I used to lay awake at night after 
I had turned in and wonder how he felt, if he felt any- 
thing. . . . 

''But to get back to the Lincoln. After she got the 
second torpedo, she straightened up a bit, her torn side 
gaping, her siren moaning, and her guns going full blast. 

"We kept on. The Susquehanna and the Antigone 
beat it off to starboard at full speed. We felt like it was 
a dirty trick to leave the old Lincoln to wallow it out 
alone, but that's the way to play that game. 

' ' From aft we watched her. She kept firing constant- 
ly — her guns pointing further and further downward as 
her bow lifted up. Her stem slowly settled. Boats and 
life rafts began to put off. 

' ' In the distance we saw the last gun spit out what it 
thought of the Germans. Then the old Lincoln slipped 
beneath the waves. 

"We went on. I looked around for my bucket, and 
it was gone. All of which goes to show you that no 
matter what happens in a large way in this world, you've 
got to keep your eye on your personal property or you 
lose out. 

"On our next trip, we left Brest at noon on the day 
before the Fourth of July, with the Covi/ngton and a 
whale of a convoy. The Covington was second ship from 
us. The George Washington was 500 yards on our port 
beam, and the Covington was just beyond her. 

"The destroyers were still with us that evening, and 
it had begun to get dark. 

"Suddenly there came a green sky-rocket from one 
of the ships on our port quarter. Then a moment later 
there was an awful boom as the Covington got hers. She 



132 HISTORY OF TRANSPORT SERVICE 

was hit in the port side in the bunkers, and clouds of coal 
dust and a great mass of coal flew up. 

*' We saw her take a big list to port right away. Her 
siren began moaning, and she started drifting back. 

''Then the destroyers got busy, and depth bombs be- 
gan to boom and shake us. 

"The convoy broke up and beat it in all directions. 
For a little while the George Washington blocked off 
our view of the Covington. Then for a moment we had 
a final look at her. She had stopped — a poor, wounded, 
helpless, moaning thing, listing more to port every mo- 
ment. 

"We saw a faint light on her, which immediately 
went out. 

' ' Then we slid off into the darkness and saw her no 
more. 

"It was a funny thing about those two ships. Each 
had tied up to No. 2 buoy inside of the breakwater at 
Brest just before she started on her last trip. And each 
was on her sixth round trip as a transport. So, on our 
next trip, the old Rijndam had to draw No. 2 buoy. Nat- 
urally, we felt that it was all up, with wreaths on the 
grave and Uncle Joe and Aunt Mary coming 600 miles 
to Newark for the funeral, but we could swim; so we 
didn't care. 

"But the President Grant's crew did not want to 
travel with us. They kept sending us signals that we 
were a jinx, but we didn't mind that. 

"Well, they went right along next door to us, and 
nothing happened. I guess it was because we hadn't 
made six trips. 

"Anyway, we didn't sink.'* 



CHAPTER IX 

U-BOATS BRING WAR TO AMERICAN SHORES— <?^iV DIEGO 
SUNK BY A MINE 

U-BOAT CRUISERS BRING WAR TO AMERICAN SHORES 

In the Spring of 1918, as the weather improved, enemy 
submarines extended their activities further westward 
and the new type of large U-hoat cruisers began to be 
heard from, finally carrying the war to our own shores. 
From this time on the danger zone extended all the way 
across the Atlantic. This necessitated some new dispo- 
sitions, including the provision of destroyer and sub- 
chaser escort in the West Atlantic, and imposed longer 
strains and hardships on those engaged in the transport 
service, but the hope of the enemy that destroyers abroad 
would be recalled and the movement of troops and sup- 
plies delayed and thrown into confusion, was not re- 
alized. 

When the much-heralded U-boat cruisers reached our 
coasts, we were ready for them. The result was that the 
damage they did was inconsequential, their activities 
were confined to the less frequented sea areas, while the 
main lanes of ocean traffic to our principal ports were 
kept free. Aside from laying a few mine fields along the 
coast between Eastport and Hatteras, and attacking sev- 
eral small vessels, their attempt on this side does not ap- 
pear to have been serious. Not a schedule was broken, 
nor was the sailing of a troop transport delayed by their 
appearance. 

The liome guard anti-submarine fleet, including chas- 

133 



134 HISTORY OF. TRANSPORT SERVICE 

ers, patrols, destroyers, submarines and aircraft, pro- 
tected the Atlantic Seaboard. Even anti-aircraft guns 
had been mounted on the Palisades of the Hudson to 
protect New York and Bay points should any sub- 
marine have brought over seaplanes to be assembled 
on deck for the purpose of taking flight over New York 
to drop high explosive bombs. It is true that the enemy 
destroyed several fishing smacks, some schooners, a few 
barges and three small steamers, but these losses were 
insignificant as compared with the German threat that 
their U-boats were going to blockade our coast. 

On May 25, 1918, the lJ-151 suddenly came up out of 
the deep ten miles off Winter quarter light vessel and 
sank the American schooner Hadington. In June, 1918, 
the S. S. Carolina, owned by the New York and Porto 
Rico Line, was sunk off the Carolina coast and the pas- 
sengers set adrift. This was followed by the sinking of 
some schooners, the small steamers, Texel and Herbert L. 
Pratt, and a few barges. Also a U-boat destroyed by 
shell fire the lightship at Fryingpan Shoals, Cape Hat- 
teras. 

On July 21, 1918, a German submarine attacked the 
tug Perth Amhoy and four barges three miles off Or- 
leans, Mass., at 10:30 A. M. The tug was burned and 
the three barges sunk. Several men were wounded but 
none killed. 

The attack was witnessed by summer visitors to the 
Cape and by villagers, gathered by sounds of the bom- 
bardment. The following is quoted from the New York 
Tmies: 

**No moving picture manager could have staged 
a sea battle more effectually for the summer visitors 
in this vicinity. Bathers were taking their morning 
dip and scurried ashore when shells (from the sub- 
marine) splashed within a few hundred yards of 
them and many of the bathers watched the exhibition 



WAR ON AMERICAN SHORES 135 

of German frightfulness from the beach. Automo- 
bilists stopped their machines on the brow of the 
sand hills and scores of cottagers did not have to 
leave their piazzas to see every detail of the fight." 

Major Clifford L. Harris, commander of the Cape 
Cod Battalion of the State Guard, related to the corre- 
spondent of the Times: 

"Two shots came upon the beach scattering the 
crowd. I do not think they were intentionally fired 
upon the beach but missed their mark or ricochetted 
from the barges. One shot struck on the shore at 
Nausett harbor, I am told. The whole affair lasted 
one hour." 

It so happened that there was one schooner that never 
came in contact with or in sight of the U-boats. This 
was the mystery or "Q" ship, George Whittimore, a 
four-masted schooner whose innocent appearance cloaked 
the destruction she carried for U-boats. She had been 
fitted out by the Navy Department and sent out in dis- 
guise to seek the enemy, prepared to greet him with a 
rain of shell fire from her concealed guns. She worked 
in cooperation with Am.erican submarines and cruised 
up and down the Jersey Coast for over a month, but met 
with no success. 

The enemy mining enterprise was more successful 
than either gun or torpedo attacks, inasmuch as it re- 
sulted in the loss of the San Diego, an armored cruiser 
of 16,000 tons, on the south coast of Long Island. The 
loss of life fortunately was small. 

In connection with German submarine operations in 
the West Atlantic, it is interesting to recall the visit to 
this country of the ocean-going commercial submarine 
Deutschland and also that of the man-of-war submarine 
U-53, made before the War Declaration of the United 
States. 



136 HISTORY OF TRANSPORT SERVICE 

OPERATIONS OP 11-53 IN WEST ATLANTIC, OCTOBER, 1916 

On October 7, 1916, the German submarine JJ-53 
quietly slipped into the then neutral harbor of Newport, 
E. I., exchanged official calls, bought the daily papers and 
departed that same day, strictly in accord with the re- 
quirements of International Law. 

The next day, October 8th, the U-boat sank five mer- 
chant steamers off Nantucket Shoal Light Vessel, namely 
the West Point, Strathdene, Christian Knudson, 
Stephano and Blommersdyk. 

The West Point was sunk about 2:20 P. M., about 
forty-five miles off Nantucket Shoal Light Vessel. The 
weather was calm, sea smooth. The crew were given time 
to take to boats but were not able to save any of their 
effects. Thirty-three shots were fired into the West Point 
by the submarine and two time bombs were exploded 
alongside. According to the statement of the Captain 
of the West Point, these bombs were attached to the boat 
falls after every one had left the ship and exploded about 
a half minute after the small collapsible boat from the 
submarine had shoved off. As the Captain explained it, 
"They blew a hole in her side large enough to drive a 
cart through." 

The Christian Knudson was sunk at 10:30 A. M. 
about thirty miles south southeast of Nantucket Light- 
ship. One hundred and fifty shells and one torpedo were 
fired at the Kmidson before she finally sank. The Knud- 
son was built with many small tanks for gasoline and was 
loaded with gasoline. These sub-divisions will account 
for the difficulty experienced in sinking her. 

The submarine commander gave a signed penciled 
statement to the Captains of both the West Point and 
Knudson, stating the time and position of the sinking of 



WAR ON AMERICAN SHORES 137 

each ship and also the nature of the cargo. Both Captains 
stated that the submarine, with considerable difficulty, 
towed their boats with all hands in them to within easy 
visibility of the Nantucket Shoals Light Vessel. 

The Blommersdyk was sunk at 8 :12 P. M. about two 
and one-half miles east of Nantucket Lightship. One 
torpedo was fired by the submarine at 7:30 P. M. with 
small effect, the Blommersdyk listing only slightly to 
port. At 8 :00 P. M. the second torpedo was fired and ex- 
ploded with tremendous force, sending a column of water 
high above the vessel's masthead. Then the Blommers- 
dyk began to settle by the stem and at 8 :12 sank, stem 
first, with bow remaining out of water. The Blommers- 
dyk was a vessel of about 9,000 tons, loaded with wheat 
and automobiles and bound from New York for Liver- 
pool. The Blommersdyk was abandoned by her crew be- 
fore 6 :00 P. M. 

The Stephana was sunk at 10:05 P. M. about six to 
eight miles northeast of Nantucket Lightship. Thirty 
shells were fired into the Stephana with apparently little 
effect and then the submarine fired a torpedo which 
struck about amidships. The ship broke in two and sank 
rapidly. All passengers and crew had left the Stephana 
before 7 :00 P. M. and before any shots were fired into 
her. The Stephana was a passenger steamer plying be- 
tween Halifax and New York. American destroyers were 
dispatched from Newport to rescue survivors. 

There were no lives lost and no injuries sustained by 
any of the passengers or crew of any vessel sunk. 

THE LOSS OF THE ARMORED CRUISER SoM DicgO 

The San Diego was the only large man-of-war lost by 
the United States Navy. She was an armored cruiser of 
14,000 tons displacement, carrying a crew of 1,169 men, 



138 HISTORY OF TRANSPORT SERVICE 

nine midshipmen and 49 officers. Her armament con- 
sisted of four 8-incli, twelve 6-inch and 22 three-inch guns. 

On the morning of July 19, 1918, the San Diego, Cap- 
tain H. H. Christy in command, was coasting down the 
Long Island shore making passage from Portsmouth, 
N. H., to New York City, from which latter port she was 
soon to escort a troop convoy. She was so near the 
approach to New York that the few men who had finished 
their watch on deck or below were cleaning up and shift- 
ing into '* liberty clothes," preparatory to leaving the 
ship upon arrival in order to get full benefit of the all 
too short stay in port. 

The ship was steaming at 15 knots, zigzagging in a 
smooth sea under light southerly airs, visibility six to 
eight miles, when, at 11:05 A. M., she hit a submerged 
mine in waters to the northeastward of Fire Island Light 
Vessel and sank in twenty minutes. 

The mine exploded well below the water line against 
the port side at the forward end of the engine room and 
felt like a dull heavy thud. It lifted the stern slightly 
and shook the ship fore and aft. 

Captain Christy, standing on the top of the wheel- 
house at the time, thought the ship had been torpedoed 
and immediately sounded to submarine defense quarters 
and directed the guns to open fire on anything resembling 
a periscope. Both engines were signaled full speed 
ahead and the helm put over in order to point the ship 
toward the nearest shoal water. 

Unfortunately, however, the blow was suffered in 
the vessel's most vital part, and the Senior Engineer 
Officer, Lieutenant C. J. Collins, reported both engines 
out of commission and the machinery compartments rap- 
idly flooding. 

Headway fell off promptly and this precluded any 
maneuvering either to combat a submarine or to beach 



LOSS OF SAN DIEGO 139 

the ship, but the Captain still had hopes of remaining 
afloat. 

The Executive Officer, Lieutenant Commander Ger- 
ard Bradford, made a tour of inspection through the 
lower decks, and reported to the Captain that although 
all hands had gone promptly to their stations and done 
everything possible to save the ship, still the water was 
fast getting the better of them. 

As an instance of thoroughness in the performance of 
duty. Carpenter David Easdale, in charge of the after 
repair party, was found by the Executive Officer, shortly 
before the ship turned over, on the berth deck compos- 
edly engaged in tightening the dogs on a water-tight door 
leading to a flooded compartment. 

After a lapse of ten minutes from the time of the 
explosion the listing of the ship to port began to increase 
a little more rapidly. Captain Christy, seeing the ship 
was going to capsize, then gave the order for all hands, 
except the gun crews, to abandon ship. The gun crews 
were directed to stand by their guns until they could no 
longer fire and this order was carried out to the letter. 
Thirty or forty rounds were fired from the broadside 
battery at possible periscopes and wakes before the port 
guns were awash and the starboard guns pointed up into 
the air by the listing of the ship. The crews were then 
ordered to take to the water. 

In the meanwhile the depth charges on the after quar- 
ter deck had been placed on safety. Later, when the 
quarter deck was partly submerged. Ensign J. P. Hill- 
man, the Ordnance Gunner, showed presence of mind by 
going aft and doubly securing the forks in order to 
guard against explosions. Had any of these depth 
charges exploded as the ship sank, many casualties among 
the crew in the water would undoubtedly have resulted. 

The evolution of abandoning ship was performed in 



140 HISTORY OF TRANSPORT SERVICE 

a seamanlike manner. Upon attempting to use the boat 
cranes it was found that the electric current had failed, 
due to the flooding of the dynamo compartments. Be- 
cause of the rapid listing of the ship and the loss of 
electrical power the larger boats could not be hoisted out. 
The life rafts, whale boats and dingies were launched by 
hand. These, with mess tables, benches, hammocks, and 
lumber, comprised the floating equipment upon which the 
crew abandoned ship. 

The vessel was cleared as if at drill, the men going 
over the side by divisions. There was a moment of 
anxiety as the crew in the water scanned the sinking ship 
for their Captain. A shout from a raft, "There's the 
Skipper, I see his bald head," broke the strain and a 
cheer went up on all sides for Captain Christy. True 
to the tradition of the sea, he was the last man to leave 
the ship and stayed with her as long as possible. 

With the eyes of the men in the water watching him, 
as the vessel slowly turned over to port, Christy first 
passed do\vn from the bridge to the starboard superstruc- 
ture deck, then slid down the ship's side to the armor belt, 
transferred from there to the bilge keel and finally, as 
the sliip 's bottom rolled to the surface, he dropped to the 
docking keel and from there jumped into the water. 

The San Diego floated bottom up for a moment, then 
slowly sank, disappearing twenty minutes after the in- 
itial explosion. 

From this time on the men took their mishap as an 
outing; shouts, cheers and laughter filled the air. 

As no radio report had been sent, the Captain ordered 
Lieutenant C. J. Bright to proceed in a dingy to the 
Long Island shore to request assistance. Bright accom- 
plished his mission and wireless messages for help were 
broadcasted from shore stations. 

In the meanwhile, boats displayed the national colors, 




» siinvr \xn i\rRS. wn.sox among 'i-iii; woi ndih dn di.k 
Tin: "iiiiOKci; washinoion" iifiTiiiiNixc ihom ihanci: 




s. s. {'.I'Oitdi: WASiiixr.ioN in itijKST ir\RnoTt 




.,■11,, , K, 1 Vj ,,N w \ u 11 1 "I! \i I n;i) SHIP 

I'ING. lUlOTealKAl'll TAKKN IIV A MKMIIKU OF 
THE OERMAX CRKW ON OCTOllKU 12, IJtLS. 
NOTE THE LOOKOUT ON l-OT,I)ING JIAST 



r. S. S. TR'ONDEROOA, 
DIU'K Ol" f. K. 15*2 



PHOTOGRAPHED KROM 




PHOTOGRAPHED FROM THE DECK OF THE ENEMY. THE ONLY 
Sl'RVIVING LIFE BOAT OF THE U. S. S. "tICONDEROGa" ALONGSIDE 
THE U. K.-152. ITS OCCUPANTS WERE FORCED TO HOLD UP 
THEIR HANDS AT THE POINT OF REVOLVERS IN THE HANDS 
OF THE GERMAN CREW. THE "TICONDEROGa" MAY BE SEEN 
ON HORI/ON LINE FOUR MINUTES BEFORE SHE SANK 




i-i i.iii M \ s >r KM Mt I N i:, 'J .r I I N I !M S 




U. S. S. COVINGTON LISTED 
45 DEGREES JUST BEFORE 
UP-ENDING 




J. S. S. "cOVIN«ii'ON." STERN JUST GOING UNDER 




r. s. s. I'lii^i iM N I I 

i-H(t. i;f M \\ , i!»i.s 



\1 \ \ -,1 li M \li I \ 1 




^^M 



iitixirs ON nKiK OF "I'Ki'siDKN r iiNiiMX IX nwc.ri! /ovr 

Itn'OKK IIKIM! rOlll'VUlOKl) 



LOSS OF SAN DIEGO 141 

sails were hoisted to attract attention, and in a short 
time the steamships Maiden (Captain Brown), Bossum 
(Captain Brewer) and 8. P. Jones (Captain Dodge), ig- 
noring the danger of a lurking U-boat, came to the rescue. 
By 3 :00 P. M. all survivors were on board and the ships 
on their way to New York, which port they reached with- 
out further difficulty. 

Incidents occur in such disasters that oftentimes do 
not reach the public. Pay Clerk Gagan, Acting Supply 
Officer, with his Chief Yeoman, George J. Meyers, took 
the water, each with a life preserver in one hand and 
money bags and valuable records in the other. They 
thus saved $20,350 of paper money and pay receipts 
amounting to $130,000, besides the payrolls and record?. 

In this connection it is interesting to note the Ameri- 
can sailor's spirit of fair play with the government they 
serve. About $27,000 of pay receipts, representing the 
amount paid out in the current month of the disaster, 
were lost. When the survivors were gathered together 
they were asked to make a statement to the Captain as 
to the amount of pay covered by these lost receipts they 
had drawn and to sign duplicate receipts. Of the $27,000 
all but $900 was accounted for by the voluntary state- 
ments of the men. Since there were six lives lost, it is 
a fair assumption that these accounted for the $900 and 
that all the survivors responded honestly and fairly with- 
out any man's taking advantage of the lost records to 
draw more money than was his due. 

During the night of July 19, the various vessels 
which had picked up the survivors arrived at the Port 
of Embarkation, Hoboken, N. J., where the ever-ready 
women T)f the Red Cross met them at the piers and 
supplied them with comfort kits and hot coffee before 
they were taken aboard other transports at the docks. 

The muster that night, verified by another the next 



142 HISTORY OF TRANSPORT SERVICE 

day, stowed a loss of six lives out of a crew of 1,184 
officers and men. This remarkably small percentage of 
deaths testifies to the high state of discipline maintained 
on board. 

Inasmuch as on the day subsequent to the disaster 
six German contact mines were located by our mine 
sweepers in the vicinity of the spot where the San Diego 
went downi, it was concluded that a mine laid by an 
enemy U-boat caused the San Diego 's loss. 



CHAPTER X 

MOUNT VERNON TORPEDOED 

The Mount Vernon was formerly the large German pas- 
senger steamer Kronprinzessin Cecile, gross tonnage 
19,503. This ship will be recalled as the "Gold Ship," 
which, in the Summer of 1914, just before the outbreak 
of the war, sailed from the United States for Germany 
with a large consignment of gold. While at sea she re- 
ceived notification of Great Britain's war declaration 
and, being beset with British cruisers, she turned back, 
effecting her escape by taking advantage of a fog to slip 
into the small port of Bar Harbor, Maine, where she was 
interned. Later she was removed under United States 
Naval Guard to Boston, and upon our entry into the war 
was fitted out as an American transport. 

On the morning of September 5, 1918, the Mount 
Vernon, Captain D. E. Dismukes, U. S. Navy, in convoy 
with the Agamemnon, accompanied by an escort of six (6) 
destroyers was about 250 miles from the coast of France 
proceeding homeward-bound from Brest at a speed of 
18 knots. The weather was fine, the sea smooth and all 
ships were zigzagging. Suddenly a periscope popped up 
about 30 degrees on the starboard bow of the Momit Ver- 
non, between the two transports, and about 600 yards 
distant. 

Seaman E. B. Briggs, on watch at the Mount Ver- 
non's starboard bow gun, immediately opened fire. At 
about the same time Chief Quartermaster A. W. G. Hines 
sighted from the bridge the wake of a torpedo coming 

143 



144 HISTORY OF TRANSPORT SERVICE 

straight at the ship. The Officer of the Deck, Lieuten- 
ant George W. Milliken, U. S. N. R. F., ordered hard 
right rudder, rang emergency speed, blew the whistle to 
indicate change of course and sounded the :,ollision call. 
The vessel had just started to swing when the torpedo 
struck amidships, exploding \vith territic force and throw- 
ing a huge column of water high >ito the air. 

For an instant it seemed as though the ship had been 
lifted out of the water, men at the after guns and depth 
charge stations were thro^vn to the deck, and the shock 
was so great that one of the five-inch guns was thrown 
partly out of its mount. Men below, in the vicinity of 
the explosion, who were not killed outright, were knocked 
into temporary unconsciousness. 

The torpedo hit fairly on a bulkhead separating two 
boiler rooms, and had blown open a hole 19 feet in diam- 
eter, large enough for a Fifth Avenue Bus to drive 
through. This resulted in rapidly flooding the middle 
portion of the ship from side to side, for a length of 150 
feet. She almost instantly settled ten feet in draft due 
to the 7,000 tons of sea water taken in through the hole, 
but stopped there, indicating that the water-tight bulk- 
heads were holding and leaving a margin of two or three 
feet before her buoyancy would be lost. 

The immediate problem was to avoid a second tor- 
pedo. To do this two things were necessary; first, to 
keep the enemy below the surface and confuse him by 
attack with depth bombs and guns ; second, to make more 
speed than he could make submerged and so prevent his 
trailing and attacking again after nightfall. 

The depth charge crew consisting of Gunners Mates 
Lutomski, Nielsen and Duffy, who had been thrown down 
by the explosion, jumped to their feet, and under the 
direction of Lieutenant Myers, U. S. Navy, proceeded to 
drop a barrage of five charges, which exploded at regular 



MOUNT VERNON TORPEDOED 145 

intervals about 200 feet apart and 150 feet below the 
surface of the water. This was a neat piece of work, 
the evolution being performed exactly in accordance with 
existing orders. 

The Gunnery Officer, Lieutenant Commander Doyle, 
U. S. Navy, had devoted much attention in preparing for 
just such an emergency as this, and it may well be that 
the depth bomb launching device, designed and installed 
by him, together with his well-drilled crew, saved the 
ship. At any rate, the effect was to make the submarine 
realize that the attack was being promptly and effec- 
tively met, and that his only chance of safety lay in 
immediate submergence. 

THE BELOW DECK HEROES 

The next step was to beat the U-boat in the matter of 
speed, and it would be impossible to give too much credit 
to the men below, who accomplished this by sticking to 
their posts in engine and fire rooms. 

These men were put to a severe test. The terrific 
explosion was followed by instant darkness. There they 
were, with certain knowledge that they were far below 
the water level, enclosed practically in a trap, with only 
a long, narrow passage leading to the open air above, 
and the ship in imminent danger of sinking. The sound 
of hissing steam gave warning of the added threat of 
exploding boilers. It is to the everlasting honor of our 
Navy that not one man wavered in standing by his post 
of duty. 

Due to the explosion, one-half of the boilers in the 
ship were instantly put out of commission, and the feed 
line in use as well as systems of communications to the 
engine room and lighting circuits were destroyed. Un- 
der the direction of the Chief Water Tenders, Firemen 



146 HISTORY OF TRANSPORT SERVICE 

and Coal Passers coolly and promptly went about their 
urgent business. By means of holding burning coal in 
shovels up to the gauges it was discovered that the water 
in all the boilers had disappeared below the glass, thus 
indicating that the feed line had been cut. Quick action 
was necessary to avoid boiler explosion. All hands 
turned to and succeeded in quickly shutting off the dam- 
aged feed line, starting the emergency feed pumps in 
the fire rooms, and pumping salt water from the sea into 
the boilers. 

The 150 foot amidship flooded section was between 
the engine room and the fonvard boilers, and the flanldng 
athwartship water-tight bulkheads held. Fortunately, 
steam pipes leading from the undamaged boilers through 
this stretch of water to the engines remained intact. 

Lieutenant Conmiander P. A. Guttormsen, U. S. N. 
E. F., Chief Engineer, took command in the engine room. 
Although the main engines were for a while slowed down 
to the extreme slow speed limit, they were never stopped ; 
within twenty minutes steam pressure was being again 
built up, and within two hours the ship was making the 
remarkable speed of fifteen knots, which she maintained 
back to Brest. 

In the meanwhile, the electrical gang under the direc- 
tion of Lieutenant C. A. Kohls, U. S. N., was engaged 
in running electric feed lines down the fire room hatches, 
and in less than a half hour this auxiliary lighting system 
was in operation and an improvised telephone system 
had been rigged for communication between the engine 
room and forward fire rooms. 

Commander Adolphus Staton, U. S. Na\y,' the Exec- 
utive Officer, who had built up and perfected the organi- 
zation, took charge of all dispositions below deck. The 
repair parties of carpenters and ship fitters under Lieu- 
tenant Almon, U. S. Na\y, the Construction Officer of 



MOUNT VERNON TORPEDOED 147 

the ship, proceeded to reenforce with shores the athwart- 
ship bulkheads flanking the flooded compartments. 

While this was going on, Chief Boatswain Louis 
Placet, U. S. Navy, and his gang were at work on the 
forecastle getting ready to place the collision mat. 

All naval vessels are supplied with what is known 
as a collision mat and gear for handling it. This large 
heavily lined canvas mat is designed and rigged so that 
it can be hauled down the outside skin of the ship to any 
hole which may have been made below the water line by 
collision, shell fire, torpedo, or other cause, thus covering 
it as you would place a piece of sticking plaster over a 
cut. 

In order to pull the collision mat down the side of the 
ship into position, it is necessary to pass what is called 
the dip rope over the bow, the bight under the bottom of 
the ship, leading the ends, one on either side, aft to 
abreast the location of the damage, so that by hauling on 
one side the mat attached to the other end of the line can 
be pulled down under the water. Two other lines, a for- 
ward guy attached to the forward corner of the mat, and 
the after guy to the after corner, are so led that the mat 
can be stretched tight and hauled forward or aft into po- 
sition as may be necessary. 

After the torpedoing of the Mount Vernon, in passing 
the dip rope aft, it fouled the starboard anchor. In or- 
der to clear it. Chief Boatswain Mate Lyons promptly 
went over the side on a bowline at considerable risk to 
himself. The presence of mind and cool daring shown 
by this man is typical of the American sailor, whose 
collective seamanship has been responsible for saving so 
many lives in this war. 

Of course, in the case of such a large hole as the one 
made in the Mount Vernon, a collision mat would be of no 
use ; but the size of this hole was not known at the time, 



148 HISTORY OF TRANSPORT SERVICE 

and the Boatswain's gang went ahead to rig their colli- 
sion mat exactly as if at drill. As has been explained, 
however, in this case the ship was able to stay afloat and 
proceed without stopping the hole and pumping out. 

Under the direction of the Senior Medical Officer, 
Lieutenant Commander E. E. Curtis, M. C, U. S. Navy, 
the 153 wounded soldiers on board, most of them help- 
less cripples, were stowed in their assigned boats, with 
life belts on and bedding and blankets furnished, in 
readiness to abandon ship if this became necessary. The 
burned and injured men from the fire rooms were re- 
ceived in the sick bay and given care and attention. So 
great was the desire of these men to do their utmost that 
it was necessary for the doctors to hold some of them to 
keep them from returning to the fire rooms to assist their 
shipmates. 

Thirty-five men were killed by the explosion, the 
bodies being recovered two days later after the ship had 
been put in drydock at Brest. One man died of burns a 
few hours after the explosion and another several days 
later, in the hospital at Brest, making a loss of thirty- 
seven, all of the Navy, out of a total of 1450 on board, 
including 350 amiy passengers, 100 of whom were sick 
or wounded. Eleven others who were seriously injured 
recovered. 

The Mount Vernon reached Brest two hours and 
thirty minutes after midnight September 6th, where she 
was docked for temporary repairs. On October 28th she 
arrived in Boston for complete repairs, after which she 
was restored to service as a troop carrier, sailing on the 
23rd of Februaiy. 

The war nose of the torpedo which did the damage 
was afterward found in No. 7 fire room and a photograph 
of it together with one of the holes made by the ex- 
plosion are shown in the accompanying illustrations. 



MOUNT VERNON TORPEDOED 149 

LUCKY ESCAPES FROM THE FLOODED FIEB ROOMS 

When the Mount Vernon was torpedoed, Charles L. 
O'Connor, Chief Water Tender, was in No. 8 fire room, 
one of the compartments flooded. The explosion of the 
torpedo threw him to the floor plates. He was choked 
by the gases from the torpedo and almost fatally burned 
by the flames driven from the furnaces, but had suffi- 
cient presence of mind to tiy to shut a water-tight door 
leading into a large 1,200-ton bunker. The door was 
damaged, however, and could not be closed. 

O'Connor was then swept off his feet by the inrnshing 
water, but luckily caught hold of the large ventilator 
leading from the fire room up to the open air. Into this 
ventilator the water lifted him and his calls for help were 
heard from above. 

O'Connor describes his experience as follows: 

I looked about and saw Kinch, Water Tender, stand- 
ing by No. 17 boiler. I saw him start for the ladder. 
After that I did not know what became of him. (Kinch 
was one of those killed.) 

I then tried to close bunker door No. 7, but she would 
not work. Then I heard the speaking tube ring. Just 
as it rang I saw right between the boilers what looked 
like a wall of water. It was about seven or eight feet 
high and came from both sides and gathered in front of 
No. 18 boiler. The water formed a whirlpool and boxes, 
shovels and everything were being thrown about. I 
bumped against two or three bodies in the grip of the 
whirlpool. I worked myself to the side of the ventilator 
and poked my head inside. The water was just entering 
the bottom of the ventilator. I groped around but could 
get nothing to hold on to. I kicked off my shoes and 
braced my back. I managed to get up about seven or 



150 HISTORY OF TRANSPORT SERVICE 

eight feet into tlie ventilator, above the water. Then I 
commenced hollering. 

It was a boilermaker that answered my call and a 
rope was lowered, but the rope was too short. Another 
rope was lowered but that too was too short. I was 
just about ready to take to the water. All my strength 
had gone. A rope struck me in the face. I seized 
it and tied it around my knee. They pulled me up and 
brought me to the sick bay. 

H. S. Smith, Fireman 2nd Class, also had a narrow 
escape from the flooded fire rooms of the Mount Vernon. 
He had just dragged a bucket of coal from a starboard 
bunker and was standing in front of No. 18 boiler where 
he had dumped his coal on the floor plates in front of the 
furnaces. He was not standing far from O'Connor when 
the torpedo hit and the inrashiug water swept him from 
the fire room through the very door 'Connor had tried 
to close, back again into the same starboard bunker from 
which he had just brought out the bucket of coal. 

At first Smith thought he had been washed into the 
ocean, but as he collected his wits he realized he was in 
a bunker in which there were still bunker lights burning. 
He also found that he was not alone, there being three 
other men there with him. They talked over their pre- 
dicament, noted the rising water, called for help without 
result and finally, with little hope of saving their lives, 
decided to shift for themselves. 

Smith crawled through the athwartship bunker from 
the starboard to the port side. He was at the end of his 
rope and could go no further to escape the water. He 
had about given up, when his eye caught a bunker ven- 
tilator duct. The opening was rectangular and meas- 
ured only eight inches by fifteen inches. Smith had no 
idea that he could get his 155 pounds through that hole 



MOUNT VERNON TORPEDOED 151 

but, as lie afterwards put it, lie stuck his head up into 
this ventilator to get a few last breaths before being 
dro^vned. As the water rose he jammed his shoulders 
into the hole and to his surprise the pressure of the 
compressed air and water forced his body up, and so 
assisted he succeeded in raising himself about six feet 
in this ventilator when he was stopped by a bend in the 
pipe. He then called for help and finally was heard from 
the upper deck. Chief Engineer Guttormsen called down, 
*'Wlio is that?" The reply was, '' Smith. '^ The Chief 
asked, "Are you hurt?" The answer came, ''I don't 
think so." Then Guttormsen said, "Hold on and we will 
cut you out. ' ' 

At first a hole was started in the barber shop, but it 
was soon found that this was not low enough and the 
rescue party proceeded to the troop galley on the deck 
below. 

Chief Machinist Mate Hudson and Fireman 1st Class 
Follis, his rescuers, worked in steadily rising water, 
where they were being struck by heavy debris such as 
meat blocks. When they began cutting, the water was up 
to their knees. By means of hand chisels the German 
steel was cut through, but before the work was completed 
the water had risen shoulder high and the ship had begun 
to list to port. Every time she rolled Smith was cov- 
ered with water. Finally, almost unconscious, his shoul- 
ders and hips badly skinned, he was pulled out. Had 
the rescue been delayed. Smith would have been 
drowned. The place where he was stuck in the ventilator 
was completely under water when the ship took her final 
position. 

"Hard Luck Smith," as he was called, enlisted on 
board the San Diego, and on his first voyage that vessel 
was sunk by a mine off Fire Island Light Ship. His 
second voyage was the one of the ventilator episode on 



152 HISTORY OF TRANSPORT SERVICE 

board the Mount Vernon. Smith modestly recounts his 
experience as follows ; 

I was standing in front of No. 18 boiler, close to the 
alleyway, when I heard a gun fired. Expecting more, I 
braced myself. Then the torpedo hit. Fire from the 
high doors of the boilers behind me burned my shirt. 
The next thing I knew I was being spun around and 
around in a whirlpool which the water had formed. I 
remember being carried up and then down again. The 
next thing I knew I was going do-wn and under. 

I was w^ashed through a hole and it seemed that I 
came out in the broad daylight. I thought I had been 
washed into the ocean. I looked all around and decided 
to take mj shoes off. I then realized that I was in a 
bunker. The lights were still burning in this bunker. 

At that time the water was about a couple of feet 
between the upper floor plates and the deck. I reached 
for the plates on the ceiling and in a few minutes swung 
myself up. A little while later I met two other fellows. 
We sat there for a while and gathered strength. An- 
other fellow came up named Crabtree. We all began to 
talk it over and see what to do. After a w^hile we all 
stopped talking and did some rapid thinking. 

I noticed the water was filling the bunker. I reached 
the ventilator and got stuck up to the waist. The water 
pushed me up into the ventilator more. The water was 
rushing up and down and went over me about six or 
eight times. I had to hold my breath each time. I started 
to holler, and I think it was about twenty minutes when 
somebody set to work to get me out. They started at 
the barber shop. Then they went to the troop 's galley 
and started to cut me out. Later I was taken out of the 
ventilator and to the sick bay. 



MOUNT VERNON TORPEDOED 153 

Patrick F. Fitzgerald, Fireman 1st Class, was another 
man who succeeded in getting out of the fire room oppo- 
site where the torpedo hit. The explosion threw him 
down on the floor plates with his feet extending into the 
ash pans of a boiler. The cold water revived him and in 
the dark he managed to get hold of a ladder. In passing 
along a grating he stumbled over the unconscious form 
of L. Vallin. Fitzgerald kicked Vallin several times, re- 
viving him and finally succeeded in leading him to safety. 



CHAPTEE XI 
THE WORK OF THE CRUISERS 

''Of sea-captains, yomig and old, and the Mates 
— and of all intrepid sailors; of the few, very 
choice, taciturn, whom Fate cannot surprise nor 
death dismay f 

Of these I write. These of the deep sea escort of the 
large convoys, who checkmated the German raiders and 
prevented surface attacks with guns by the big U-boat 
cruisers. Theirs was the constant and unceasing toil, 
in summer and winter. ''Down the wet sea lanes, across 
the grey ridges all crisped and curled," as Kipling puts 
it. 

Seven days of rest in port, then out again, mothering 
liners and pot-bellied merchant ships loaded with their 
invaluable cargo. The hard part of it was that they 
rarely sighted land on the other side but met the escort- 
ing destroyers far out from shore, when they had to turn 
around to buck the heavy Nor'westers and so for home 
again, only to coal, have a little run on the Avenue per- 
haps, a look at the movies, then back again with another 
convoy. 

Four of the armored cruisers were sent to Halifax 
to convoy the Canadian and English ships and these had 
the worst of it, for the "Winter of 1917-18 was one of the 
severest ever experienced in the North Atlantic. 

After driving through a gale in below zero weather 
these ships often became so covered with ice that they 
resembled icebergs hewed into the similitude of ships. 

154 



THE WORK OF THE CRUISERS 155 

All of these cruisers, both the heavies and the lights, 
were very much in my thoughts during that memorable 
winter. On Christmas I sent out a radio to all the ships 
under my command, "A Merry Christmas to all, espe- 
cially for those at sea." One of the Captains told me 
long afterwards that when he read that radio in the midst 
of a howling gale he said to the Executive Officer, ''We 
are not forgotten ; post this on all the bulletin boards. I 
want every man in the ship's company to read it." 

Not much was heard of our cruisers during the war 
and yet neither the transports nor the destroyers were 
more actively engaged. Little attention was paid to those 
silently moving vessels covered with their confusing coats 
of camouflage paint, holding to the sea, weather-beaten 
decks stripped of all unnecessary gear, quietly coming 
and going, attending to their business of getting on with 
the war. 

Generally speaking, the larger and faster cruisers of 
Squadron One were used to escort troop convoys and 
the smaller vessels of Squadron Two to escort cargo 
convoys.^ All the deep sea escort duty for our troop 
transports was done by the cruisers of Squadron One, 
except that beginning September 9, 1918, battleships of 
the Atlantic Fleet were assigned for escort duty with 
the troopship and fast merchant convoys. This was to 
guard against expected raids by enemy battle cruisers. 

'V\'Tien organized in 1917, Squadron Two of the Cruiser 
Force was placed under the able leadership of Rear Ad- 
miral Marbury Johnston. During the year July, 1917, 
to July, 1918, the cruisers of Squadron Two were en- 
gaged in escorting 54 convoys of cargo vessels, totaling 
approximately 1,073 freight ships. 

From the beginning of the fiscal year 1918-1919, 
Squadron Two was engaged in escorting fast merchant 

' See Cruiser and Transport Organization Sheet in appendix. 



156 HISTORY OF TRANSPORT SERVICE 

convoys from the Port of New York, and continued in 
the work of escorting medium speed merchant convoys 
out of New York and Ne^\^ort News at regular 8-day 
periods. With the advent of enemy submarines on our 
coast, the previous exacting duties of the cruisers were 
increased by the necessity of escorting transports from 
Ne^vport News to the rendezvous at sea with the New 
York section of the group. 

The cruiser was the shepherd, so to speak, of the con- 
voy, and the enemy was always watching for one ship 
to straggle or stray the least bit from the flock, which 
meant the torpedo and the gun for the laggard. Almost 
invariably, disaster overcame the lone ship. A most 
striking case in point is that of the Ticonderoga. (See 
page 195.) There the cruiser Galveston had a large group 
of slow steamers to care for, and in looking out for the 
many her efforts to save the one were not successful. 

In addition to escorting hundreds of thousands of 
troops and' hundreds of cargo vessels, these cruisers 
maintained their regular schedules of target practice and 
drill, preparing for battle and training thousands of men 
of all ratings for transfer to newly commissioned ships. 

Not only did the cruisers distinguish themselves by 
their navigation and seamanship under most difficult con- 
ditions, special mention should also be made of their 
noteworthy engineering performances. 

The long voyages nearly across the ocean and return 
without a stop were accomplished only by rigid econ- 
omy in the use of coal and w^ater, and by keeping boilers, 
engines and machinery in tip-top condition. It was nec- 
essary to take on board as much coal as could possibly 
be taken on deck and in the fire rooms in addition to their 
bunker capacity quantities amounting to abo^.t 200 to 
500 tons, varying for different ships, enough to take them 
500 to 1,000 miles before starting on their bunker supply. 




r. s. s. "sax nrrflo," srxK nv (jrinrAx :mini: 




|srB:\[AHIXE DIVISION EIGHT OPERATTXG WITTT TRAXSPORT FOUrE 
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AllNUTE OF FIRIXG BV THE A5IERICAN 
STEAMER "MI'SKATIXE" AT A RANGE 
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IX FRONT OF PERISCOPE IS SEA PI. AXE RECOGXITIOX MARK 





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THE SURFACE 




FORECASTLE OF A 
r-BOAT 




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THE 1-11 I AT 17 KNOTS, WITH AN' A.^IKHICAN IREW AKOAHII 
THE TYl'E OF GERMAN SUBMARINE WHICH OPERATED 
ON THE ATLANTIC SEABOARD 




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IX AX EFFORT TO SIEET THE EXE>IV 



THE WORK OF THE CRUISERS 157 

Even then, during the turbulent winter months, there 
were many times of great anxiety before the ships got in. 
The Seattle had to put into Halifax on one occasion in 
a fierce gale with only 150 tons ; but the St. Louis, per- 
haps, had the closest call of all when she arrived at 
Hampton Roads with only 10 tons in her bunkers. 

Continuous cruising required that the work of over- 
haul and repair to machinery and boilers be done al- 
most entirely by the ships' crews. Wliere all did so well, 
it is perhaps hardly fair to mention one, but the Bunting- 
ton may be cited, as an example. From May 13, 1917, 
to December 29, 1918, she steamed 71,391 miles; the 
total number of hours under way was 6,455 ; 44,459 tons 
of coal were consumed ; and during this entire period of 
war service no work was done to the machinery in the 
Engineer Department by outside service. That was a 
most creditable record in upkeep and performance. 

Our cruisers were also assigned to patrol duty and 
sent on various special missions. They were always on 
the alert to answer a call for assistance whether ashore 
or afloat, and at the time of the Halifax disaster our 
ships were amongst the first to the rescue. 

Rochester action against u-boat 

The cruisers were the ocean escort and as has been 
pointed out their chief duty was to shepherd their con- 
voys, guard them against raider attack, and against gun 
attack by U-boat cruisers on the surface. Their deep 
draught and size made cruisers a good target for enemy 
torpedoes and it was a risky business for them to attempt 
the tactics used by light draught, quick-turning destroy- 
ers. The absence of the latter, however, sometimes re- 
quired that the cruisers take the risk in order to guard 
slow moving freight ships. As an instance may be cited 



158 HISTORY OF TRANSPORT SERVICE 

the useful service of the Rochester when her cargo con- 
voy was attacked during- the night of June 25, 1918. 

In the evening of June 25, 1918, cargo convoy H. H. 
58, consisting of 13 ships — speed 8iA knots, disposed in 
two lines of six each, with the 13th ship in rear of the 
center — was proceeding Eastward on a zigzag course in 
Lat. 55^ 40' N., Long. 13^ 05' W., about 250 miles from 
Marlin Head, under escort of the U. S. Cruiser Rochester. 
(Formerly the old New York of the so-called Flying 
Squadron of Spanish War days.) 

The Rochester, Captain A. W. Hinds in command, 
was in station 1,000 yards ahead of the convoy. The sea 
was smooth, with a light breeze from SE by E. The 
moon was practically full. The combination of bright 
moonlight and twilight made excellent visibility condi- 
tions for submarine attack and the enemy was further 
favored by the slow speed of the convoy. The destroyer 
escort had not yet joined up. 

At 9.42 P. M. the Atlantian, the *'Van" ship on the 
right flank, suddenly opened fire, and at the same time 
a oohuun of water shot up along her starboard side, fol- 
lowed by the dull report from the exploded torpedo. 

Captain Hinds at once ordered full right rudder, 
sounded to torpedo defense quarters, rang up full speed 
and headed toward the submarine. In that latitude the 
four-hour niglit combined with the bright moon and long 
twilight made it imperative to attack and drive the sub- 
marine down or ship after ship might have been picked 
off at the enemy's convenience. 

The Navigator, Lieutenant Commander Jules James, 
U. S. N., took his battle station in the fonvard Crow's 
Nest to con the ship for rannning and dropping depth 
bombs. As the Rochester turned, Liser, a seaman look- 
out in the Crow's Nest, sighted the submarine close to the 
Atlantian and 30^ on the Rochester's starboard bow. He 



THE WORK OF THE CRUISERS 159 

promptly pointed it out to James, wlio at once gave order 
tlirough the voice tube to the helmsman, ' ' Full right rud- 
der, swing 30 degrees ! " As the ship was swinging the 
submarine submerged and fired a torpedo at the Roches- 
ter, then distant about 500 yards. The wake of the tor- 
pedo was sighted on the bridge and Captain Kinds re- 
versed the starboard engine to full speed astern, thus 
hastening the turning of the ship, with the result that 
the torpedo missed, passing about 30 yards ahead. 

In the meanwhile the Atlaniion was slowly sinking 
and her crew was abandoning ship, although her gun 
crews continued to fire occasional shots. At 10 :00 she 
was struck by a second torpedo and sank five minutes 
later. 

The Rochester then interposed between the subma- 
rine and the convoy and steered zig-zag courses at full 
speed. She also signaled to Atlamtian boats by blinker 
light that arrangements would be made to rescue sur- 
vivors. At 1:20 a British destroyer was sighted and 
having been signaled the position of the Atlantian boats, 
she proceeded to their assistance. 

Lieutenant Commander C. S. Graves, U. S. N., Execu- 
tive Ofiicer of the Rochester, reported that at 11 :12 P. M. 
a mufiled explosion was heard, and at 11 :17 a fire was 
observed on one of the ships of the convoy which burned 
brightly for about ten minutes, w^hen it was extinguished. 
At this time it was dark and as the convoy was in some 
confusion Graves could not make out on which ship this 
fire occurred. 

During the time that the submarine was delayed by 
the action of the Rochester, the convoy w^as able to get 
such a lead that it was not until daylight, when the de- 
stroyer escort was in sight, that the submarine succeeded 
in again overhauling the convoy. At morning twilight, 
a torpedo was fired presumably by the same submarine, 



160 HISTORY OF TRANSPORT SERVICE 

at the War Cypress, the rear ship on the left flank, but 
it missed. The Bochester, which had resumed station 
at the head of the column, again turned toward the en- 
emy, which was sighted porpgising, or awash, but before 
the Rochester could clear the convoy to begin firing, the 
isubmarine submerged. Zigzag course at full speed was 
taken up to cover the rear and left flank of the convoy. 
A few minutes later, 1 :45 A. M., a second English de- 
stroyer joined as part of the Eastern escort, which was 
reenforced to six destroyers by 3:00 A. M., when the 
Rochester parted company with the convoy and set 
course for Boston. 



CHAPTER XII 

CONTACTS OF TRANSPORTS AND CRUISERS 
WITH ENRJVIY SUBMARINES 

ENGAGEMENT OF PocdhofltaS WITH A SUBMAKINE 

Prior to May, 1918, except for a few isolated cases, en- 
emy U-boats confined their operations to sea areas 
east of the Azores. The destroyer escorts, therefore, 
were in the habit of rendezvousing with troop laden con- 
voys in the neighborhood of Longitude twenty degrees 
West; about here they also left the homeward bound 
transports to make the best of their way unescorted from 
thence "Westward. During the first year of the war, 
cruising in waters to the Westward of the Azores was 
comparatively uneventful, although after the demonstra- 
tion of the JJ-53, attacks had to be looked upon as pos- 
sible at any time or place in the Atlantic. 

In the Spring of 1918, however, contacts began to be 
made further West. Among the first of these was an 
engagement between the U. S. Troop Transport Poca- 
hontas and a U-boat cruiser which in all probability was 
one of the first headed for our Eastern seaboard. 

In the forenoon of May 2, 1918, the Pocahontas, Cap- 
tain E. C. Kalbfus, U. S. N., commanding, was proceed- 
ing Westward unaccompanied. The weather was fair 
and the sea smooth except for white caps. At 10:20 
A. M., when about 1,000 miles west of Brest, a large 
U-boat cruiser came to the surface astern, evidently hav- 
ing failed in an attempt to attack submerged with tor- 
pedoes. At a range of about 7,000 yards she lay to across 

161 



162 HISTORY OF TRANSPORT SERVICE 

the transport's wake and immediately opened fire with 
two high power guns. 

The transport returned the fire with her battery, 
which unfortunately consisted of old type guns com- 
pletely outranged by those of the enemy. Even at ex- 
treme elevation, the American gunners saw with chagrin 
and disgust that their shells fell short, so the Captain 
ordered full speed ahead and steered zigzag courses. 
The engine room responded in fine shape, and soon the 
ship's engines were making 80 revolutions, 16.7 knots, 
the highest speed she had ever attained under German 
management even when new. The surface speed of the 
enemy U-boat was estimated as 15 knots. 

In the meanwhile enemy shots were falling all about 
the transport, exploding on contact with the water and 
showering fragments on board. Captain Kalbfus re- 
ported that for 15 minutes the ship was under a heavy 
fire, high explosive shell falling close aboard, ahead and 
on both sides. That no direct hits were made seemed 
incredible as the enemy deliberately lay to and fired both 
of his gTins rapidly and accurately so that fragments 
were plentiful on the bridge and elsewhere. 

At 10:40 fire slackened because of the increase in 
range, at 11 :20 the last shot was fired, falUng far short, 
and soon after that the submarine disappeared astern. 
All ships were warned by radio. It so happened that one 
of the recipients of this message was the U. S. Cruiser 
Seattle, then not far away and engaged in rescuing a 
disabled freighter, the A'. /. Luckenbach. 

THE RESCUE OF THE K. I. LuckenbacJi 

The Seattle (Captain De Witt Blamer) had turned 
over her convoy of troop transports to the destroyers at 
the sea rendezvous in the Bay of Biscay and was headed 



CONTACTS WITH SUBMARINES 163 

Westward, when in the morning of April 27, 1918, she 
received the following SOS from the U. S. Army 
Freighter K. I. Luckenhach: ''Engines completely dis- 
abled. Must be towed to some port for repairs. Give 
assistance as soon as possible. Position at 8 A. M. Lati- 
tude 46 degrees 26 minutes North and Longitude 23 de- 
grees and 57 minutes West.'^ 

The Luckenhach was a little less than 200 miles away 
and the Seattle immediately went to her rescue. The 
approach was made v^dth caution, the Luckenhach' s iden- 
tity being tested by various codes to guard against fall- 
ing into a submarine trap. At about 4 :00 P. M. she was 
sighted, but on account of a rough sea and southeasterly 
gale, she could not be taken in tow until the wind and 
sea moderated. 

Early in the morning of April 28th, the tow line was 
passed and the Seattle jjroceeded at a speed of 4 knots 
to the Westward in order to get out of the submarine 
zone. At 9:30 that night the ten-inch manilla tow line 
parted. By daylight all was in readiness to try again 
and a fresh start made. Progress was slow, however, 
and six knots was the maximum speed that could be 
made. In case of U-boat attack the tow would have been 
at great disadvantage because of its slow speed and in- 
ability to maneuver. No destroyers were available for 
escort. 

On April 30th, because of shortage of coal, the Seattle 
had only 1,200 tons on board, course was laid for the 
Azores. On May 2nd, the following radio message was 
received from the Pocahontas, a Naval Transport of the 
same convoy the Seattle had just escorted across : ''En- 
gaged enemy submarine on surface 11 A. M. 2 of May. 
Latitude 46 degrees 25 minutes North, Longitude 28 de- 
grees 10 minutes West. Gun range ten thousand yards, 
]^o damage." 



164 HISTORY OF TRANSPORT SERVICE 

At noon, two days before, the Seattle with the Liwken- 
bach in tow had passed only 42 miles to the Eastward of 
this position and must have missed contact with the 
U-boat by a narrow margin. 

Good luck, however, continued to attend these two 
vessels and on the 3rd of May the Luckenbach having 
been transferred to two tugs from the Azores, was safely 
taken to port for repairs, while the Seattle proceeded on 
her way to the United States. 

THE Henderson rams a submakine 

On August 13, 1918, the Henderson was cruising 
off our Atlantic coast when, soon after midnight, the 
ship passed through a large oil slick which aroused some 
suspicion, but it was not until the next dnj that it was 
learned that this oil came from the tanker Fra/rik W. 
Kellogg, which had been torpedoed two hours previ- 
ously by an enemy U-boat. For some reason the Kellogg 
failed to send out an SOS. 

Shortly after the Henderson had passed through this 
oil at about 1 :40 A. M., August 14, 1918, Private Koy 
0. Hicks, Marine Corps, stationed as a lookout in the 
fore top, sighted a long dark object on the starboard 
bow about 500 yards distant and coming straight for 
the ship. This was at once reported to the bridge by 
Second Lieutenant E. 0. Bergert, U. S. M. C, the officer 
in charge of the watch in the foretop. 

At about the same time. Junior Officer-of-the-Deck En- 
sign R. McKay Rush also sighted the submarine, and 
Captain Sayles, who was on the bridge, ordered right 
rudder, sounded general quarters, and headed for the 
enemy. The submarine was maneuvering to fire a tor- 
pedo, but the ship's prompt maneuver frustrated the 
attack and the U-boat submerged. The swinging of the 



CONTACTS WITH SUBMARINES 165 

ship and the immediate diving of the submarine pre- 
vented the gun crews from getting in a shot. 

It was not definitely known at the time whether or 
not the U-bcat succeeded in getting under fast enough 
to avoid the Henderson's ram, but when the ship was 
next docked, it was foimd that her starboard bilge keel 
had been partly bent and broken. As there is no other 
explanation, it is believed that this damage was caused 
by striking the conning tower of the submarine as she 
was in the act of submerging. 

The following excerpts from a subsequent report made 
by Captain Sayles after the Armistice is an interesting 
sequel to this attack: 

CAPTAIN sayles' EEPOKT 

From a statement made during a casual con- 
versation recently held with some French officers 
in Brest, I learned that when the surrendered sub- 
marine U-139 arrived in Brest there was a former 
member of her crew on board, a mechanic and an 
Alsatian by birth, who, at his own request, had been 
interned with his ship. 

This Alsatian had told the French officers with 
whom I was talking that the U-139 had encountered 
an American transjoort off our Atlantic coast, which 
had attempted to ram her, and had succeeded in 
breaking off both periscopes, so that for the re- 
mainder of the cruise the submarine was unable to 
attack while submerged. 

This part of the story I verified by personally 
inspecting the U-139. Not only are the periscopes 
broken but the thin metal weather screen on the for- 
ward side of the conning tower was badly bent as 
the result of the collision. 



166 HISTORY OF TRAXSPORT SERVICE 

The following facts are also known: That the 
U'139 made but one cruise, which was to the Atlan- 
tic Coast in August and September, 1918 ; that after 
August li, 191S, the U-139 did not make any fur- 
ther underwater attacks, but was strangely occupied 
in attacking with gims and bombs barges, fishing and 
sailing vessels oii* Cape Cod; that on her return 
to Kiel she was laid up for repairs which had not 
been conunenced up to the date of the Armistice; 
that the U-139 was the largest of German subma- 
rines and was connnanded on her only voyage by 
Lieutenant Amanld do la Perriere, one of the most 
successful and enterprising of U-boat Captains, who, 
upon his return, was given command of another boat 
in which he had just arrived off the Azores to com- 
mence a new cruise when hostilities ceased." 

There seems to be evidence that the disabling of the 
U-lo9 can be credited to the Henderson and perhaps this 
can be fully established when Perriere can be interro- 
gated and access had to the German records. 

CONTACTS MADE BY SHIPS OF THE CRUISER AND TRANSPORT 
FORCE WITH ENEMY SUBMARINES 

Space does not peiTuit a detailed narrative of all en- 
counters between submarines and U. S. cruisers and 
transports. The official reports now before me supply 
convincing evidence of twenty-six contacts between en- 
emy submarines and the ships in the force under my 
command during the war. 

In addition to these there are reports of many more 
possible contacts in which the evidence was of sufficient 
importance to induce the commanding officers concerned 
to submit official reports. The characteristics of the 



CONTACTS WITH SUBMARINES 167 

U-boat, the stealthy approach, the underwater attack and 
escape by hiding made it difficult at the time to get com- 
plete data. Doubtless there were many attacks in which 
torpedoes missed, perhaps by a narrow margin, without 
periscope or torpedo being seen. On the other hand 
there were also countless false alarms wherein disturb- 
ances in the water made by fish, tide rips, floating spars, 
or other cause, were reported as possible periscopes or 
torpedo wakes. One Captain remarked that on the first 
voyage made by his ship, judging from the periscopes 
sighted by the lookouts, there must have been a picket 
fence of submarines stretched across the Atlantic. 

It would be hard to say what percentage of these pos- 
sible attacks were bona fide. Perhaps when access is 
had to the enemy files and all data is carefully collated 
showing where the various enemy submarines were, at 
the times of the reported attacks, a fairly accurate esti- 
mate can be made, but even then there will be no way of 
verifying the attacks made by the submarines which 
never returned to port. 

Notwithstanding the incompleteness of the data now 
available, the following table is of interest as a conserva- 
tive indication of the effort of Germany to stop the flow 
of our troops to France. This table includes only those 
reported contacts of which there is convincing evidence. 

Date Reporting Ships Remarks 

10:15 P.M. De Kalb Attack defeated by gun fire and 

June 22, 1917 Havana maneuver. 

Seattle 

Wilkes 

Fanning 

1 :30 P.M. Cummings Cummings attacked with depth 

June 26, 1917 Birmingham bombs. Debris indicated that 

Lenape submarine was damaged. 

Wadsworth 



168 HISTORY OF TRANSPORT SERVICE 



Date 


Reporting Ships 


Remarks 


10:00 A.M. 


Kanawha 


Torpedo narrowly missed Luck- 


June 29, 1917 


Edward Luckenbach 


enbach. Attack defeated by 
gun fire and maneuver. 


6:48 A.M. 


Antilles 


Antilles sunk. 


Oct. 17, 1917 


Henderson 
WiUehad 
Corsair 
Alcedo 




9:25 A.M. 


Finland 


Finland sunk. 


Oct. 28, 1917 


Beauford 

City of Savannahi 

Smith 

Lamson 

Preston 

Flusser 

Corsair 

Wakiha 

Alcedo 




11:45 A.M. 


Mallory 


Attack defeated by gun fire and 


April 4, 1918 


Mercury 
Tenadores 


maneuver. 


11:00 A.M. 


Pocahontas 


Attacked by U-boat cruiser on 


May 2, 1918 




the surface. No damage. 


8:57 A.M. 


President Lincoln 


President Lincoln sunk. 


May 31, 1918 


Susquehanna 

Antigone 

Rijndam 





7:16 P.M. GMT Leviathan 
June 1. 1918 Nicholson 



11:28 A.M. 
June 16, 1918 



Princess Matoika 



Submarine sighted on Levia- 
than's starboard quarter distant 
about 1,000 yards. Leviathan 
opened fire and Nicholson saw 
periscope and dropped depth 
bomb barrage. 

Periscope sighted 100 j'ards on 
port quarter. Attack frustrated 
by gun fire and maneuver. Gun- 
nery Officer reported that the 
second shot probably hit the 
periscope. 



CONTACTS WITH SUBMARINES 169 



Date 

11:40 A.M. 
June 18, 1918 



Reporting Ships 
Von Steuben 



Remarks 

Enemy U-boat having sunk the 
Dwinsk an Army cargo vessel 
ased latter's survivors in boats 
as a decoy. Fired torpedo at the 
approaching Von Steuljen. At- 
tack was defeated by gun fire 
and maneuver. 



4:10 P.M. 
June IS, 1918 



Tenadores 



Periscope sighted 1,.500 yards 
distant on port quarter. At- 
tack frustrated by gun fire and 
maneuver. 



9:42 P.M. 
June 25, 1918 



9:1.5 P.M. 
July 1, 1918 



11:2.5 A.M. 
July 19, 1918 

1:1.3 P.M. 
July 20, 1918 



5:32 P.M. 
Aug. 13, 1918 



Rochester 
Atlantian 
Convoy HH 58 



Covington 

Geo. Washington 

De Kalb 

Dante Alighieri 

Rijndam 

Princess Matoika 

Little 

Porter 

Smith 

Read 

San Diego 



Kroonland 



Pastores 



9:42 P.M. Atlantian began firing 
to starboard and about the same 
time was struck by torpedo. 
Torpedo passed 30 yards ahead 
of Rochester's bow. Sam.e 
avoided by maneuver. 10:05 
P.M. Atlantian hit by second 
torpedo and sunk. 

Covington sunk. 



San Diego sunk by a mine laid 
by enemy submarine. 

Periscope sighted on port quar- 
ter about 800 yards distant 
bearing two points forward of 
port beam. Attack frustrated 
by gim fire and maneuver. 

I^rst indication of submarine 
was a splash about 2,500 yards 
on the starboard quarter fol- 



170 HISTORY OF TRANSPORT SERVICE 



Date 



Reporting Ships Remarks 

lowed by the report of a gun. 
With glasses a large enemy sub- 
marine could be seen lying 
awash athwart Pastores' course 
6 or 7 miles distant, a httle 
on the starboard quarter and 
engaged with two guns, appar- 
ently 6 inch. About fifteen 
shots were fired, none coming 
closer than 1,500 yards. Pas- 
tores fired nine rounds but was 
outranged, the shots falling 
' 2,000 yards short. Submarine 
disappeared and Pastores con- 
tinued on course. 



1:40 A.M. 
Aug. 14, 1918 



8:30 A.M. 
Aug. 21, 1918 



Henderson 



Orizaba 
Siboney 



Henderson attempted to ram 
submarine and probably dam- 
aged same. 

Submarine sighted in act of sub- 
merging. Orizaba attempted to 
ram. Also di'opped depth bomb. 

Attack probably frustrated by 
zigzag. Wilhehnina tried to 
ram; Pastores fired one shot. 
Hull dropped depth bombs. 



6:52 P.M. Ship's Pastores 

Time Wilhehnina 

10:52 GMT Hull 

Aug. 23, 1918 

Between 22 and North Carolina Gun fire of North Carolina and 

23 hours GMT Brazilian S. S. S. Sobrol Sobrol and maneuver frustrated 
Aug. 26, 1918 De Kalb attack. 

Group No. 58 



12 P.M. GMT U. S. S. Zeelandia 
Aug. 31, 191S 

(about dusk in 

W. Atlantic) 



9:00 P.M. 
Sept. 1, 1918 

7:37 A.M. 
Sept. 5, 1918 



Wilhehnina 
Pastores 

Mount Vernon 
Agamemnon 
6 Destroyers 



Attack frustrated by zigzag. 
Submarine broke sui'face show- 
ing conning tower at about 200 
yds. just forward of port beam. 

Torpedo narrowly avoided by 
maneuver of Wilhehnina. 

Mount Vernon torpedoed but 
reached port. 



CONTACTS WITH SUBMARINES 171 



Date Reporting Ships 

4:25 P.M. GMT U. S. S. Pastores 
Sept. 16, 1918 



Remarks 

Submarine sighted on surface 
about 3 miles distant ahead. 
Submerged before guns could be 
fired. Attack evaded by ma- 
neuver. 



CHAPTER XIII 

ORIZABA DEPTH BOMB EXPLOSION— G2?£'^r NOBTHERN 

COLLIDES WITH BRITISH FREIGHTER BRIXKBUEN— 

FIRE ON BOARD THE HENDERSON 

Orizaba depth bomb explosion 

The primary mission of transports was to land safely 
troops in France, but in so far as was consistent with 
the a-";'omplishment of this mission the doctrine of the 
emiser and transport force was to attack and destroy 
enemy submarines whenever circumstances pennitted. 
Of course it was forbidden to run any unnecessary risk 
with troop laden ships nor was it expedient or wise to 
maneuver a large vessel up to a waiting submarine where 
the chances of the ship getting torpedoed were compara- 
tively great and the chances of harming the submarine 
comparatively small; but, notwithstanding, there were 
occasions, especially after the submarines extended their 
operations all the way across the Atlantic to our shores, 
when transports and cruisers were able to use gun, depth 
bomb, and ram to good purpose, and if in most cases no 
material damage was inflicted, these attacking tactics at 
least had a wholesome effect on enemy morale. 

A large transport is not as handy, however, in ma- 
neuvering into position to drop a depth bomb as is a 
quick turning destroyer, and to overcome this handicap 
Captain R. Drace White, commanding the Orizaba, and 
his executive officer. Lieutenant Commander W. P. Wil- 
liamson, devised with most commendable zeal and re- 

172 



ff^Urn^- 




SMOKE SCKEKX THROWX BY D1>1K.hlH.-> AKOIM) "MOIX r 
VERN'On" after BEIXG torpedoed. 5 SEPT. 1918 




NO. 2 .) (il X ON "AIOINT VERNON lOMIXG IXTO ACTION 
OX THE MORXlNCi OF 5 SEPT. 1918 





W AK XOSE OF C'.ERJIAX 
•rOlil'EDO FOUMI) IX 
FIKK-ROOM OF 

"jiorxT vehnon" 



IIOI.E IN Ill'I.I. OF "3I01NT VERNOX CAISED BY TORPEDO 




lRK\r ON DECK OF "iMOTN T VKKNOX" SHORTLY AFTER TORPEDO 
STRUCK, 5 SEPT. 1918 




AI)."MII1AI. Cil.t.WES AND J 1 IS FLAG LIEUTENANT LAWSOX 




V. s. s. "von steuben' 




?!«---— 



1^ 




I . >. >, "in K \L i; 



ACCIDENTS ON TROOPSHIPS 173 

source a sort of howitzer for firing the bomb at the sub- 
marine. 

• A Lyle gun of the type used for throwing a shell 
with line attached was modified to throw a fifty pound 
depth charge. Both White and Williamson were Ord- 
nance experts and they devoted much time and study 
to the development of this howitzer, which worked satis- 
factorily on their first test when a 50 pound depth bomb 
was successfully thrown about 150 feet. 

On the next voyage, submarines were reported in their 
vicinity and preparation was made to use the gun in 
service, but it was first decided to fire one more test shot, 
this time with a somewhat more powerful propellant 
charge. 

When all was in readiness for the test Captain White 
and Williamson stood at the piece as the latter fired the 
gun. Something went wrong and the bomb was pre- 
maturely detonated. The explosion at once killed Wil- 
liamson and three men, S. T. Lambert, oiler, F. T. Mayer, 
baker 2nd class, and A. K. Baird, seaman, also wounding 
four other officers and twenty-two men, including Cap- 
tain White, who fell to the deck with a broken jaw, broken 
knee and three flesh wounds. 

In addition to the loss of valuable lives, it seemed 
particularly hard that a few days after this regrettable 
accident the Orizaba reported a contact with an enemy 
submarine under such circumstances that the submariiie 
might have been destroyed had the howitzer been in ef- 
fective service. 

Great Northern collides with British freighter 
Brinkhurn 

Throughout the war the necessity of cruising with- 
out lights to prevent discovery by enemy vessels intro- 



174 HISTORY OF TRANSPORT SERVICE 

duced a risk of collision wliicii caused continual anxiety 
to those charged w'ith the navigation of our transports, 
especially when loaded with troops. With these war re- 
quirements under certain weather conditions the best sea- 
manship could not always avert collisions. They had to 
be looked upon as a necessary hazard of war. 

There were many close shaves but, thanks to skillful 
ship handling, few disasters in the transport force, and 
even where collisions w^ere inevitable the casualties and 
damages resulting were not great. In only one case was 
there loss of life amongst the soldier passengers; this 
w^as when the Great Northern collided with the British 
steamer Brinkhurn. 

At midnight October 2 to 3, 1918, the Great Norther^i, 
Captain S. H. K. Doyle, U. S. N., commanding, was east- 
bound loaded with troops, in company with her sister 
ship, the Nortlicrn Pacific, and the French chartered ves- 
sel La France, proceeding at 17^2 knots, nearing the end 
of her voyage. Rendezvous with the destroyer escort 
was to be made that morning. 

The last night on the edge of the war zone, before 
joining the Eastern escort, was always an anxious one. 
This particular night was unusually dark, sky overcast 
and air hazy, conditions handicapping U-boat attack but 
at the same time increasing navigational anxieties by 
making junction with the destroyers more difficult and 
also by increasing the likelihood of collision. 

In peace time, under conditions of low visibility, ships 
in formation slow doA^Ti, also running lights are always 
burning and searchlights frequently turned on, fog 
whistles are sounded and caution characterizes naviga- 
tion. Things are different in w^ar and the Northern Pa- 
cific was proceeding at high speed without a light show- 
ing, the eyes of her lookouts straining into the mist and 
darkness. Suddenly a dark form loomed up ahead and 



ACCIDENTS ON TROOPSHIPS 175 

close aboard. The Officer-of-the-Deck at once ordered 
the rudder hard over but collision was inevitable, and a 
moment later the two ships crashed together. 

The ship on the westerly course was later identified 
as the British freighter Brinhhurn and it was fortunate 
that she first struck against a heavy gun foundation on 
the starboard quarter of the Great Northern. The 
staunchness of this structure prevented serious damage 
to the deck and sides. She hit again, however, a few feet 
further aft and although with much less force, the second 
blow tore off the side plating for a distance of 25 feet, 
ripping a great hole in the Great Northern's side. The 
bow of the Brinhhurn was crumpled up like paper, and as 
she backed off she left on board the Great Northern part 
of her stem, about 20 feet of her port bow plating, 10 
feet of her starboard bow plating, one patent anchor, and 
25 feet of chain cable. 

Captain Doyle immediately took charge on the bridge 
of the Great Northern and all hands went to Collision 
Quarters. Many thought the ship had been torpedoed. 
The Army passengers were mustered at their Abandon 
Ship Stations and the crew proceeded about their duties 
of saving the ship in an orderly seamanlike manner. 

The executive officer. Lieutenant Commander B. F. 
Tilley, U. S. N., took charge at the scene of the damage 
and under his direction the wreckage was cleared away, 
dead and wounded extricated and temporary rejjairs ef- 
fected. This work was done in the dark. The ship's 
surgeon, Lieutenant Commander A. E. Lee, and his as- 
sistant. Lieutenant J. S. Callahan, with hospital corps- 
men and stretcher men cared for the wounded. Eepairs 
at the waterline were made by the Carpenter's gang 
under the direction of Construction Officer Lieutenant 
W. R. McFarlane and Chief Carpenter's Mate G. S. West. 
Oil was promptly pumped from starboard to port tanks 



176 HISTORY OF TRANSPORT SERVICE 

and the ship listed to facilitate this work. So well was 
it accomplished that the Great NortliCDi was able to pro- 
ceed at 21 knots to her port of destination, which she 
reached without further incident. 

It was unfortunate that the damaged compartments 
were occupied by troops, seven of whom lost their lives 
as a result of this collision. Five of these, Charles 1\. 
Mason, late private, U. S. Army; Osias Davidovici, late 
sergeant, U. S. Army; Darral Allman, late sergeant, 
U. S. Army; Harry E. AVeigel, late sergeant, IT. S. Army, 
and Marrion H. AVorrel, late sergeant, U. S. Army, were 
killed instantly by the direct and immediate physical 
effect of the impact, which took place exactly where these 
men were sleeping; John E. Eansom, late sergeant, 
U. S. Army, died later of injuries so received; and 
Clayton W. Searcy, corporal, U. S. Army, was lost over- 
board, through the hole in the Great Northern's side, 
made by the collision. On the Briukburn one man was 
killed and one man injured. 

FIEE ON BOARD THE Render SOU 

Danger from fire and internal explosion was an ever- 
present menace. It speaks well for ship's guards and 
also the close surveillance maintained at the docks that 
there was, throughout the war, so little evidence of suc- 
cessful German plotting to destroy our ships. In the 
rush of transport loading it was no easy task to scruti- 
nize every piece of cargo and lump of coal passed aboard 
to see that it contained no hidden explosive or infernal 
machine with time device to start a fire. 

On board the Poeahontas six fires occurred within a 
period of three weeks while she was under repairs, but 
all were discovered and extinguished before serious dam- 
age was done. Other occasional fires were started in 



ACCIDENTS ON TROOPSHIPS 177 

other transports but the efforts of the plotters in this 
direction were all abortive unless enemy agents had a 
hand in the Henderson fire, which was the only one of 
consequence. 

The transport Henderson, Captain G. W. Steele, Jr., 
sailed from New York on June 30, 1918, and was pro- 
ceeding- in a convoy of 15 troopships escorted by the 
U. S. Cruiser Frederick, Captain W. C. Cole, U. S. N., 
Group Commander, and the destroyers Calhoun, May- 
rant, and Paul Jones, when S. J. Cosick, EL. 1st class, on 
board the Henderson, reported a fire in a forward hold of 
that vessel. The cause of the fire was never discovered. 
No one had had access to the hold since the ship sailed. 

Lieutenant Commander W. C. Barker, the executive 
officer, was first at the scene of the fire and under his 
direction the crew, armed with fire fighting apparatus, 
did everything they could to control and put out the flame. 
Smoke helmets, respirators, and wet towels, however, 
were of no avail against the heat and smoke, nor could 
the flames be checked by the numerous streams brought 
to bear. The fire spread to store rooms, the electrical 
shop, carpenter shop and crews' compartments. 

As the fire approached the forward magazines the 
sprinkler safety device was turned on and the powder 
flooded to guard against explosion. 

Air port gaskets were burned off. The ship settled 
about 8 feet by the head, due to the water that had been 
poured into her and this brought these damaged air 
ports under water with the result that additional large 
quantities entered the ship. 

In the meanwhile the Group Commander, Captain 
Cole, had directed the transport Von Steuben and the 
destroyers Mayrant and Paul Jones to stand by the Hen- 
derson, and when it became evident that the latter would 
have to return to port, he directed the destroyers to 



178 HISTORY OF TRANSrORT SERVICE 

transfer the 800 mar-ines and 750 Navy passengers from 
the Henderson to the Von Steuheu. By working all night 
this transt'or was completed at 6:00 A. M. withont mis- 
hap. The crowded Von Steuben then proceeded at -0 
knots for France, while the Henderson, escorted by Mai/- 
ranf and Paul Jones, headed for Philadelphia. 

All that night and the following day the fire was 
fonght. As the list of the ship exposed the damaged 
air ports, men were lowered over the side to batten them 
do^^^l in an attempt to limit the qnantity of water en- 
tering the vessel. Pumps were kept going at full capacity 
and finally fuel oil w^as pumped overboard to relieve a 
situation which was becoming dangerous. By 9:00 P. M. 
the list to starboard had increased to 14 degrees. As the 
ship was well down by the head, there was danger of 
capsizing in case the sea roughened, so Captain Steele 
ordered 150 men of the crew transported to the Maifrant, 
while those remaining on board continued to tight the 
fire and the excess water. 

At about 4:40 A. M. the next inorning, July 4tli, the 
wind freshened on the starboard bow and although the 
Captain tried to head to the wind to prevent a sudden 
list to the other side, the ship suddenly rose on an even 
keel and then heeled to port. It was an anxious Ino- 
ment as no one could tell whether she was going to cap- 
size or not. Luckily she fetched up at 2"2'^ to port and 
then steadied with a 20^ list. The level of the water 
within the damaged part of the ship, at this time, was 
nearly even with that outside and the transfer of water 
from starboard to port, accompanying the shift of list, 
deadened all tire in the ship. 

With the fire out, the work of controlling the water 
was simplified. During July 4th pumps, handy billies, 
and bucket Hues were kept going at maxinuim capacity 
and the ship began to rise, gradually tending toward an 



ACCIDENTS ON TROOrsirri\S 179 

oven koel. I>y iii^liifall nil danger to the ship had passed, 
'^riie following day she an-ivcd at the Navy Yard, Phila- 
delphia, and wtMii into di-ydock for repairs. These were 
speedily elTeeled, and the Uendcmon was oft again with 
another load of troops. 



CHAPTEE XIV 

SEDELIGHTS ON" TRANSPORT LIFE 
EMBAKKING TROOPS 

In the beginning it was attempted to conduct all troop 
movements in secrecy ; the soldiers were taken from the 
camps to the docks and aboard shij) as quickly and quietly 
as possible. Once on board ship they were kept in their 
berthing compartments and not even allowed on deck 
until after the vessel had cleared port. 

But as their number multipUed, speed in embarka- 
tion became a matter of great moment, secrecy was really 
out of the question; train load after train load of men 
from all parts of the country were deposited in Hoboken, 
the Northern Port, and in Xe^^'port News or Hampton 
Eoads, the Southern Port, from which the transports 
sailed. No attempt was made at concealment and the 
transports passed out to sea with troops on deck and 
bands playing. 

One inile, however, was preserved imiolate. At Ho- 
boken General Shanks and myself agreed that on troop 
movement days no one should be allowed on the piers 
who was not in some way connected with the service. 
Against many protests this rule was maintained. 
Friends, relatives and sighteers, all had to be barred; 
necessity required that the troops should ha^ ""he piers 
to themselves. 

This rule did not apply, however, to the workers of 
the Eed Cross Service. These devoted women were 
always on hand with hot coffee, sandwiches and ciga- 

iso 



SIDELIGHTS ON TRANSPORT LIFE 181 

rettes for the ''boys," most of whom were leaving home 
and country for the first time — and some of whom were 
not to return. I often thought what the bright, cheerful 
faces of these devoted women must mean to those home- 
sick youngsters. Their work was beyond praise, for 
there never was a morning so dark or a night so cold as 
to keep them from their self-appointed tasks. I believe 
the rule was that they were not allowed to talk with 
the men, but every man knows that a woman's smile 
at such a time is a benediction. 

It must have been indeed with strange and varied 
feelings that these young men of America stepped over 
the gangway to embark on their great adventure. Thou- 
sands of them, of course, were from inland and had never 
even seen blue water before. 

Proper handling of thousands of strange men on ship- 
board under the circumstances of submarine warfare re- 
quired system and organization to the last word. Quick 
tum-arounds were a feature of our Naval transports, 
and their record of men carried per month is indeed a 
marvelous one. 

A ship being ready to receive troops, all gangways 
were rigged and at the end of each was stationed a Naval 
officer with cards and tickets on which, in concise form, 
were printed instructions for each trooper; where he 
slept, where he ate, his abandon ship station, and the 
rules he must observe. The soldiers then marched 
aboard in steady and continuous lines over all gangways. 
As they reached the deck they were met by sailors who 
conducted them to their berthing compartments and 
showed them their assigned bunks according to their re- 
spectively numbered tickets. In order to avoid conges- 
tion while embarking, soldiers immediately climbed into 
their bunks and remained there until the compartment 
was filled. 



182 HISTORY OF TRAXSPORT SERVICE 

A compartmeut having been tilled, each man in his 
bunk, the next step was to stow rities and haversacks 
and to learn the prescribed routes with the rules of the 
road for using- them to reach wash rooms, mess halls, and 
abandon ship stations. In this way thousands of men 
could be embarked in the short space of one hour, and 
the soldiers at once plunged into ship routine, which had 
to begin immediately in all its varied phases. 

In the meanwhile, the executive officer of the ship 
conferred with the commanding officer of troops and his 
assistants, explaining to them their administrative duties 
aboard ship. Det^iils having been made, Xaval officers 
instructed Army officers assigned respectively to guard, 
lookout, poUce, and commissary duty. Sentries were at 
once posted throughout the ship, patrols established, and 
the policing and messing details put to work. 

With the submarines operating on this side it was 
necessary to have abandon ship drill before clearing Am- 
brose Channel. For the average soldier the first forty- 
eight hours on board a transport constituted probably 
the busiest and most imusual period of his life. 

ABANDON SHIP DRILLi 

Abandon ship drill, or ^'dro^vning drill," as the men 
called it, was a continuous performance until the sol- 
diers learned to go quickly and quietly to their stations 
on deck, both by day or in pitchy darkness, at the sound- 
ing of the emergency signal. 

It was the duty of the Xaval men to rig out and lower 
all boats and rafts. Experience had taught that in sav- 
ing life the main thing was to get all the tloating'equip- 
ment in the water and clear of the ship's side. The 
soldiers, each one wearing a life belt, could then go down 
the rope ladders, generously distributed along the ship's 



SIDELIGHTS ON TRANSPORT LIFE 183 

side, and man their assigned boats or life rafts. All 
transports carried an excess percentage of rafts so that 
in case half of the boats, due to list of the ship or other 
cause, could not be lowered, there would still be enough 
floating equipment for all hands. Sailors were also de- 
tailed to lower rafts over the side, and one or two were 
assigned to each raft, to take charge in the water and 
rig the tow line to be passed from the rafts to the boats. 

An amusing incident about ''drowning drill" was 
observed on board a certain ship. A colored trooper 
had been sitting on a big Carlin raft for several hours ; 
when told to go below, he replied, "No, sah, my Capt'n 
give me dis heah ticket what reads foah dis raft, and 
I ain't goin' to leave it," and there he remained, pos- 
sibly with the momentary expectation of being torpedoed. 

The Naval crew was also detailed to take charge in 
any emergency, such as fire or collision, in which case 
soldiers were to stand fast and give the Naval men gang- 
way to carry out their duties. 

On approaching danger zones all hands were kept 
on deck as much as possible, day and night. Every man 
was impressed with the necessity of constituting him- 
self an individual lookout and to report inunediately 
the sighting of any suspicious object or condition in the 
seas. In submarine areas reveille was one hour before 
daybreak, in order to have all hands alert during the 
twilight period, which was most favorable for submarine 
attack. 

Each of the army personnel was served out a life 
preserver when he embarked, and in the danger zone was 
required to wear it or keep it constantly at hand day 
and ni^ht. Those detailed to abandon ship on rafts car- 
ried two navy emergency rations and every man carried 
a full canteen. 

The rafts were designed to keep the men clear of 



184 HISTORY OF TRANSPORT SERVICE 

the water, but in actual practice they served as a buoy 
or marker to which people could cling while awaiting 
the rescue boats. All men were provided with life belts 
and the rafts were particularly useful in facilitating the 
work of rescue by gathering the men together in gi'oups. 
To pick up a large number of scattered swimmers would 
be a lengthy and almost impossible task, especially by 
night. The rafts, in most cases, were shaped like elon- 
gated doughnuts, were in sets of three or four different 
sizes so that they nested one within another for stowage 
about decks. The outside circumference of the rafts was 
fitted with grab lines sufficient to permit from thirty to 
sixty men to hold on if closely gathered together. In- 
side the raft was stretched a net which prevented ex- 
hausted men from getting adrift even if they temporarily 
lost hold of the grab ropes. A sufficient number of boats 
for all hands could not possibly be carried by transports, 
but there were always enough boats to accommodate the 
feminine war workers, and the sick and wounded. 

All life boats were provided ^vith the following outfit 
securely lashed inside the boats: sails and spars; boat 
bucket for bailing; edible emergency rations; breakers 
of water; one heaving line mth small life presei"ver on 
end; one set of oars and two spare oars, row locks with 
lanyards; one first aid package including tourniquet; 
one water-tight package of calcium phosphide ; one boat 
hatchet; one oil tank and two oil bags; one compass; 
Coston signals ; safety matches ; oil lantern trimmed and 
filled. 

In the danger zone life boats were kept lowered, if 
practicable, to the rail of an open deck at sufficient height 
to protect them from the sea. 

For each boat there were detailed a naval officer, or 
a naval petty officer, and six of the naval crew, and this 
boat officer commanded in all matters pertaining to low- 



SIDELIGHTS ON TRANSPORT LIFE 185 

ering, taking on board army passengers, handling and 
directing the movements of the boat after it was in the 
water. 

The Navy personnel was impressed that the Army 
passengers were in their keeping and that their first duty 
was to provide for the safety of the men in khaki. 

Of course, it was not pleasant for Army men, used 
to lots of room, to be crowded in what seemed to them 
stuffy holes and to be continually hounded by irksome 
submarine precautions, such as carrying life preservers 
and filled canteens, daily abandon ship drill, no lights, 
no matches, "You can't stay here, you must go there," 
but they knew it was only for the few days in transit 
and they took their temporary inconveniences in excel- 
lent heart, appreciating that it was all for their good 
and safety. 

The soldiers had big things to look forward to on 
the other side and Navy men in the transport service 
regarded them with envy. Transport life was irksome 
in many ways, with nothing to look forward to except 
the possibility of receiving a ''tin fish" in the ribs, per- 
haps a glimpse of a periscope, a few shots, some depth 
bombs dropped (result unknown) ; but never a chance 
for a real stand-up fight. 

With the Transport Service it was the same old story. 
The anchor dropped in an eastern port; troops disem- 
barked; cargo booms rigged; lighters came alongside; 
winches and whips began discharging cargo, — night and 
day the work continued. Then as soon as the ship was 
emptied and the wounded and other passengers received 
on board, it was up anchor, out lights, abandon ship drill, 
etc., etc.,^ over and over again. 

There was no growling, however, and although there 
was little chance for glory, there was some satisfaction 
in the knowledge that the Navy Transport Service was 



186 HISTORY OF TRANSPORT SERVICE 

taking an indispensable part in rendering our army ef- 
fective. 

TEOOP MESSING 

The problem of messing a large number of troops 
was given careful attention because it was essential that 
they be fed rapidly and also well. The decision was 
reached that the most practical method was somewhat 
similar to a continuous cafeteria style. Large ten-gal- 
lon aluminum containers were installed, and serving 
tables were especially constructed so that as the lines of 
troops marched in one door of the mess room and filed 
by the serving tables, each man's out-held field mess kit 
was filled. 

The soldiers then passed on to high, narrow mess 
tables on which they could set their kit, while standing 
up. As each man finished eating, he left the mess room 
by another entrance, near which washing-troughs with 
hot water were provided for them to wash their kits. 
If a mau felt that he needed or wanted a "second" he 
fell in at the end of the line again and got it. 

The galley arrangements as originally installed for 
passenger service were, of course, entirely inadequate 
for cooking enough food for the large number of troops 
carried, so batteries of steam jacketed kettles were in- 
stalled together with, large numbers of 80-gallon coffee 
urns in which large supplies of well cooked food, coffee, 
tea or cocoa, could be prepared quickly for the hungry 
soldiers. 

On most of the ships enough fresh meat was carried 
for all hands on the trjp East, and for a few days in 
port ; but the ship 's company, officers and crew, became 
all too well acquainted with the good old standby, 
"canned corned beef," on the trip home. 

To supply, on board the George Washington, for ex- 



SIDELIGHTS ON TRANSPORT LIFE 187 

ample, some seven thousand souls their daily bread 
necessitated the installation of bread-making machinery 
far in excess of the original plans of the ship, and the 
bakery forces worked in eight-hour shifts, twenty-four 
hours a day, turning out a daily output of from six to 
seven thousand full loaves of A No. 1 bread. It was good 
bread, too, so good, in fact, that passengers on the re- 
turn trip from France, accustomed to French war bread, 
were under the impression that they were being served 
cake. 

To look out for the personal wants of the sweet- 
tooths of soldiers and sailors, four canteens were in- 
stalled, and the quantities of candy, crackers, cigarettes, 
etc., bought were astounding. On this ship {George 
Washington) during one trip, the sales, at prices less 
than in any store ashore and as near cost as change could 
be made, were between $45,000 and $50,000, and upon ar- 
rival in France the unused candies, etc., were sold to the 
Y. M. C. A. or Naval Store at cost. 

By regulations the Commissary is called upon to pro- 
vide 180 different varieties of food. Handling 180 vari- 
eties of food in quantities that reach from 800 pounds to 
79 tons speaks almost for itself. 

It is a great sight on board a large transport to watch 
the almost unending lines of khaki file by for their meals. 
In spaces no larger than a private dining room at 
Sherry's they come by thousands upon thousands, and 
yet in such perfect order that in less than eighty min- 
utes seven thousand soldiers have been served to the 
last man. The khaki line seems limitless, it may seem 
longer than that to those in the rear, but the coffee in 
the big pots remains hot, the stew continues to steam, 
and in less than seven seconds each man has his equip- 
ment piled with food. Perfect system and vast quan- 
tities of things to eat is the answer. 



188 HISTORY OF TRANSPORT SERVICE 

u. s, s. Leviathan 

Special interest attaches to tlie Leviathan because she 
was the largest ship in the world, and for that reason 
was most useful to us as a transport. 

Prior to the World War the Leviathan, then the Ger- 
man ship Vaterland, had been operating as a trans- 
atlantic liner between Hamburg, Cherbourg and New 
York. When war was declared she was interned at the 
Hamburg docks in Hoboken, and upon our entry into 
the war was seized and converted into a Naval transport. 

The Leviathan was the only German vessel whose en- 
gines and machinery the enemy had not deliberately 
damaged, but even so it was found that after her three, 
years of idleness her great turbine engines were in bad 
condition, due to deterioration. In spite of the skill usu- 
ally attributed to the German engineers, it was, moreover, 
found that these huge engines had also suffered from in- 
efficiency in operation. In addition the piping, boilers, 
and auxiliary machinery of all kinds were in want of re- 
pairs. 

Structurally the ship was in good condition and she 
required only the alterations to Bt her for transporting 
troops, plus dry-docking and a thorough cleaning inside. 

The excellence of the Leviathan as a transport lay in 
her great troop capacity and her high speed of 23 knots. 
Her great size and draft, however, were a disadvantage, 
as they prevented her from entering most of the British 
and Continental harbors and dry-docks. 

On December 15, 1917, she sailed from New York to 
Liverpool with 7,250 troops on board. While at Liver- 
pool the ship was dry-docked, and as a result of delay 
in docking and undocking the ship, on this first trip, re- 
mained in Liverpool fifty days. It was necessary to dock 





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SIDELIGHTS ON TRANSPORT LIFE 189 

and undock on full moons as the highest tide was re- 
quired to float the ship over the sill. 

During this time the troop capacity was increased to 
8,250 and upon her return to the United States this was 
further increased to 8,900 — on March 4, 1918, she sailed 
on her second voyage for Liverpool, but due to lack of 
water, poor berthing and coaling facilities in that port, 
she made her future voyages to Brest. 

This huge ship has a cruising speed of 20 knots, burns 
800 tons of coal a day and carries 8,800 tons of coal. In 
the early summer of 1918, with the urgency of hastening 
our troop movement overseas, her troop capacity was in- 
creased to 10,550. From December, 1917, to November, 
1918, this one ship safely transported more than 150,000 
troops to France. 

There is a story about the Leviathan which is worth 
repeating here. On the 23rd of May, 1914, more than 
two months before war broke out, the Vaterland arrived 
in New York on her first voyage. She had been adver- 
tised extensively as the biggest ship in the world, and 
the finest. She was commanded by a Commodore, and 
had four Captains of the German Naval Reserve as watch 
ofificers, etc. The occasion was celebrated by an official 
luncheon given on board and attended by the German 
Ambassador while the ship was tied up at the piers in 
Hoboken. At the time I was Commandant of the New 
York Navy Yard and was one of the luncheon guests. 
During the lunch I asked one of the officials of the Ham- 
burg-American Line how many troops the Vaterland 
could cany. He replied, "Ten thousand, and we built 
her to bring them over here." He smiled when he said 
it. I replied, ''When they come, we will be here to meet 
them," and I also smiled. 

The next time I was on board the ship was three years 
later ; she was at the same pier, she had a new name, she 



190 HISTORY OF TRANSPORT SERVICE 

was flying the Stars and Stripes, and was being fitted 
out to carry 10,000 American troops to Europe to fight 
Germany. 

SPANISH INFLUENZA EPIDEMIO 

In fitting out transport medical departments, no ex- 
pense was spared to make them as near to being real 
hospitals as possible. Each ship was fitted with a. sur- 
geons' examining room, dispensary, a laboratory, dental 
office,* dressing room, operating room, special treatment 
room, sick bay and isolation ward. In addition to these, 
several dispensaries and dressing stations were estab- 
lished throughout the ship for minor cases, which the 
troop surgeons utilized for those patients not requiring 
sick bay treatment. 

The Spanish Influenza Epidemic taxed the resources 
of the transport medical departments to the utmost. Al- 
though every effort was made to eliminate sick troops at 
the gangway, it was inevitable that large numbers of 
incipient cases were taken on board, and naturally the 
crowded berthing spaces favored contagion. 

As an example, during the September, 1918, trip of 
the George Washington, although 450 cases and suspects 
were landed before sailing, on the second day out there 
were 550 new cases on the sick list. Entire troop spaces 
were converted into hospitals. Strict regulations in re- 
gard to spraying noses and throats twice daily and the 
continual wearing of gauze coverings over the mouth 
and nose, except when eating, were rigidly enforced. 
The soldiers were kept in the open air as much as pos- 
sible, while boxing bouts, band concerts and other amuse- 
ments on deck were conducted to keep up morale. The 
result was gratifying and the epidemic was soon under 
control. Admissions to the sick list were on a rapidly 
decreasing scale and although there were 131 cases of 



SIDELIGHTS ON TRANSPORT LIFE 191 

pneumonia and 77 deaths before arrival in Brest, still 
there were only 101 additional cases for the hospital and 
the remainder of the troops went ashore cheering and 
in fighting trim. 

Computation of final tabulations from all ships show 
that 8.8 per cent of troops transported during the epi- 
demic became ill, and of those who had either influenza 
or pneumonia, 5.9 per cent died. This gives an average 
Army death rate for the individual trips of 5.7 per cent 
per thousand. Navy morbidity rate was 8.9 per cent, 
and Navy death rate 1.7 per cent. 

It is believed that these final statistics are highly 
favorable to sanitation on cruisers and transports, the 
morbidity and mortality being lower than in camps and 
civilian communities. 

During this scourge in transports and cruisers there 
was a total of 789 deaths, and necessity required that 
many of the Khaki and the Blue be buried at sea. The 
following description of the ceremony of burial at sea 
was written by the Gunnery Officer of the Seattle, to send 
to the parents of a seaman buried from that ship early 
in the war. 

WAR-TIME BURIAL AT SEA FROM THE CRUISER Seattle 

The armored Cruiser Seattle was six days out on her 
third war cruise as ocean escort for troop convoy. News 
travels quickly in a ship, and before the morning muster 
at quarters we all had heard that one of the crew, ill 
of pneumonia, had passed away during the night. 

The people of a ship are thrown intimately together 
on an ocean voyage and, in this case, war service added 
to the community spirit. The loss of our shipmate 
touched us all. Little was said but much thought was 
given as we assembled aft in answer to the tolling of the 



192 HISTORY OF TRANSrORT SERVICE 

bell and the boatswain's pipe of the solemn call, "AU 
hands bury the dead. ' ' 

The service was conducted on tiie starboard side of 
the quarterdeck, the oflicial place for ceremonies in a 
man-of-war. The bier was mounted outboard and 
draped with flags. Just inboard and fonvard stood the 
escort under arms. Space was left for the funeral party 
to march aft from inside the superstmcture. 

At the appointed hour, the ship's company, number- 
ing about one thousand, ranged themselves in in- 
verse order of rank around and abaft the turret guns. 
At the rail was rigged the gang-way over which the body 
was to make its final passage from ship to sea. 

The flag was then lowered to half-mast and the ac- 
companying troopships in the convoy also lowered their 
ensigns to half-mast, thus joining in the ceremony, ren- 
dering homage in memorial of the life given just as truly 
in service for the cause as though it had been lost by 
the blow of a torpedo or an enemy bullet. 

When all was ready the band played the funeral dirge, 
while the body bearers with the casket, followed by the 
pall bearers and Chaplain, marched aft at "slow time." 
The escort came to ''present arms" and all hands stood 
at ''attention" until the casket was placed on the bier 
and the dirge finished. 

The Chaplain read the church services. At their com- 
pletion the band played "Nearer, My God, to Thee." 
Then all hands "uncovered," the escort again came to 
"present arms," the Boatswain and his mates piped the 
side, and in reverent quiet — e^'^n the ship's engines were 
stopped — the body enfolded in the Stars and Stripes was 
committed to the deep. 

Three volleys of musketry were fired, and the bugler 
ended the ceremony by sounding taps. The familiar 



SIDELIGHTS ON TRANSPORT LIFE 193 

and now mournful notes echoed in all hearts the call to 
the final sleep. 

After a short jjausc the Captain gave the word 
"Carry on." The band struck up a march and the 
divisions went forward at "quick time" to their respec- 
tive parts of the ship. Gun drills were resumed. Car- 
penters, shipfitters, blacksmiths, and machinists picked 
up their tools. The propellers again churned the water, 
flags were masted, and the ship's work continued. 



TRAINING OF HOSPITAL. CORPSMEN IN NEW YORK CITY DURING 
THE GREAT WAR 

The special intensive training of Hospital Corpsmen 
of the Transport Fleet was started in New York in the 
spring of 1917. This was largely made possible by the 
ready cooperation and interest of Surgeon William Sea- 
man Bainbridge, U. S. N. R. F., of the George Washing- 
ton, and Captain Pollock, from whose ship, the U. S. S. 
George Washington, the first corpsmen were sent for 
training. 

The need for such a course was brought out clearly 
in May, 1917, when fifty-one new medical officers just en- 
tering the Navy were sent to New York from the Navy 
Medical School in Washington, for training. Therefore, 
in anticipation of the necessity of educating hospital 
corpsmen, a canvas was made at this time of the hos- 
pitals in and about New York City, to determine which 
ones could be best utilized for this purx)ose. There were 
natural expressions of skepticism on the \)'dxi of the med- 
ical authorities interviewed, as to the benefits to be de- 
rived by the corpsmen, because of their short stay on 
shore, but they were keenly anxious to be of help during 
our national crisis. In the beginning ten hosjntals agreed 
to train the men, but before the cessation of hostilities 



104 HISTORY OF TRANSPORT SERVICE 

there were thirty City, State and Charity institutions 
(some took the initiative and requested of us the privi- 
lo.}^Q of receiving some of the men) which opened their 
doors and gave instniction in the various branches of 
work as outlined by the Senior Medical Officers of tho 
ships from whicli the men were sent. Practically all of 
these institutions provided lunches gratuitously for the 
men. 

lu all, the hospital corpsmen received training along 
the following lines: Dispensary work, including surgical 
emergency; pharmacy; general nursing work; elemen- 
tary laboratory work, such as examination of sputum, 
blood count, etc.; Carrol-Dakin treatment and technique; 
operating room work; dietetics; first aid dentistry; con- 
tagion ; anaesthesia ; X-ray work, and embalming. 

About 1,800 corpsmen profited by this course. It is 
an interesting note that some of them expressed the in- 
tention oL' using it as a basis for a medical career; others 
passed the New York State examination for licensed em- 
balmers and are making this their life work. Many 
letters were received from the corpsmen in keen appre- 
ciation for all that was done for them and for the con- 
sideration they received on all sides. 



CHAPTER XV 

THE L0S8 OF THE U. S. S. TICONDEROGA 

The Ticonderoga was the former German steamer Ca- 
milla Rickners, interned at Manila, Philippine Islands, 
seized by the United States Government upon our entry 
into the war, and mamied by the Navy Department. 

She was a single screw steel vessel of about 5,500 tons 
displacement, speed 11 knots, and mounting' two guns, 
a 3-inch forward iuid a G-inch aft. The Naval crew num- 
bered 16 officers and 108 enlisted men, while the Army 
passenger list on her last ill-fated voyage included 2 
officers and 114 enlisted men. A grand total of 240 men 
on board, of which there were only 11 Naval and 14 Army 
survivors, the ship and cargo being a total loss. 

The Ticonderoga sailed from New York on Septem- 
ber 22, 1918, in a large cargo convoy of 24 ships under 
the escort of the United States Cruiser Galveston. The 
voyage was uneventful up to shortly after midnight of 
September 29th to 301h, when, although the speed of 
the convoy was only 9'/^ knots, the Ticonderoga began to 
drop astern, due to her inability to keep up steam because 
of an inferior quality of coal. 

The convoy was formed in six columns, about 600 
yards apart, and the distance between the ships in each 
column was about 400 yards. The Galveston was in sta- 
tion ahead of the middle column. No lights were being 
shown. 

The night was dark, the sky cloudy, and it was be- 
ginning to get misty. A moderate sea was running under 
a gentle easterly breeze. 

195 



196 HISTORY OF TRANSPORT SERVICE 

At about 2 :30 A. M. the Ticonderoga, still dropping 
astern, lost sight of the convoy. The low speed con- 
tinued for about two and one-half hours and for a short 
time was only 3 knots. By 4 :00 A. M., however, she suc- 
ceeded in picking up to 9Vij knots, and effort was being 
ri^-.de to rejoin the convoy, when, at 5:45 A. M., just be- 
fore daybreak, visibility being about 200 yards, there 
was seen through the mist an enemy submarine bearing 
about 6 degrees on the port bow. She was lying nearly 
athwart the Ticonderoga' s course, apparently with en- 
gines stopped. 

Captain Madison, who was on the bridge, immediately 
rang up emergency speed, and altered course to the left 
to ram the U-boat. At the same time the general alarm 
for battle stations was sounded and the forward gun was 
ordered to fire at the submarine. 

The enemy was on the alert, and within 30 seconds 
after being sighted fired a salvo of shrapnel from her 
two six-inch guns. At this point blank range the Ger- 
man aim was deadly accurate. One gim was leveled at 
the 3-inch crew on the forecastle and the other at the 
personnel on the bridge. 

The submarine was so close that the 3-inch gun could 
not be pointed at it because of the interference of the 
deck, and before the American naval gunners could fire 
a shot, their crew was swept down by a hail of shrapnel. 
All of these brave fellows were killed at their stations, 
and their gun dismounted by the more powerful enemy 
6-inch. 

Upon sighting the Ticonderoga bearing down upon 
her, the submarine at once started ahead, threw her helm 
over, and quickly swung to the left, thereby escaping 
being rammed by the narrow margin of ten feet. She 
then turned again to the right, to cross ahead of the 
Ticonderoga, and although Captain Madison immedi- 



LOSS OF U. S. S. TICONDEROGA 197 

ately shifted his helm, he did not have quite enough speed 
to reach the enemy, who managed to cross and again 
avoid the ram, this time by about twenty feet. 

In the meanwhile, the U-boat was creating havoc by 
pouring salvo after salvo of 6-inch shrapnel into the 
American. The first shot at the bridge set fire to it, 
and killed all the men on it, except the Captain, Lieu- 
tenant Commander Madison, and Ensign Stafford, the 
Navigator. The former was temporarily stunned, how- 
ever, by wounds in the face and shoulder. 

The next salvo smashed the bridge and steering gear, 
and again wounded Captain Madison, this time knocking 
him off the bridge to the next deck and breaking his left 
knee joint. 

It was probably the third salvo which dismounted 
the forward 3-inch gun and completed the destruction of 
the entire gun crew. 

While this was going on, the Ticonderoga's after 
6-inch gun had been manned and was ready to open fire, 
but deck obstructions prevented it being trained far 
enough forward to reach the U-boat. The latter was 
wary, and submerged while on the starboard bow before 
the after 6-inch could be brought to bear. 

About ten minutes later the U-boat appeared again, 
this time two miles off the starboard quarter of the Ti- 
conderoga, and resumed shelling the American, for the 
most part with shrapnel. The enemy's marksmanship 
was good, and the after gun crew was badly cut to pieces. 

Although half of them were quickly killed or disabled, 
the survivors kept up a lively return fire, which finally 
drove the U-boat under the water again at about 6:15 
A. M. The Americans were elated and thought a hit had 
been scored. 

During the ensuing lull in the battle all hands turned 
to, putting out the fire and clearing away wreckage. 



198 HISTORY OF TRANSPORT SERVICE 

An early salvo had found the radio room, shattering 
the apparatus and killing the operator. This prevented 
sending out SOS signals. 

The executive officer, Lieutenant Muller, had been 
awakened by a shell bursting in his room. As soon as 
he recovered his faculties, he found everything on fire 
about him, and only made his escape by dropping eight- 
een feet to the well deck. 

He then Avent forward, and seeing the bridge demol- 
ished and the 3-inch gun dismounted with its crew strewn 
about it, he turned aft, and soon found the Captain, 
propped up on the after part of the midship upper deck, 
over the engine room, where, in spite of his wounds, he 
was conning the ship by means of a boat compass, and 
directing the work of putting out the fire and clearing 
away the wreckage. 

Apparently the ship was not taking much water, and 
was still seaworthy and capable of being steered. Al- 
though the midship deck-house and bridge had been en- 
tirely burned away, the fire was now under control. 
Four boats had been burned, others riddled with shrap- 
nel, and the entire upper works wrecked. A large num- 
ber of men had been killed and wounded. Lieutenant 
Muller sent new details aft to replace the casualties in 
the G-inch g-un and ammunition crews, who stood by ready 
to open fire in case the submarine reappeared. 

This happened about half an hour later, when the 
U-boat came to the surface off the starboard quarter, 
distance about 3 miles. Both sides again opened fire 
simultaneously. The submarine kept her decks awash, 
thus presenting a small target. 

Not long after the renewal of the engagement, a 6-inch 
shrapnel exploded near the Ticonderoga's after gun, 
killing or disabling all except three of the crew. Lieu- 
tenant Eingehnan then took station as gun pointer and 



LOSS OF U. S. S. TICONDEROGA 199 

gun captain and the survivors continued to serve the 
piece. 

After the Americans had thus fired about ten shots, 
the enemy scored another costly hit; this time the shell 
exploded under the gun platform causing the training 
and elevating gear to jam. 

After all efforts to make repairs failed, Lieutenant 
Ringelman, who seemed to bear a charmed life, re- 
ported to the Captain that his gun was out of action. 

At this time, the U-boat, having reached a favor- 
able position 1,000 yards off the Ticonderoga's beam, 
fired a torpedo which struck and exploded just abaft 
the engine room bulkhead. This was the coup de grace 
and the ship began to settle rapidly. 

After the 6-inch gun was silenced the enemy closed 
the range and kept up her deadly fire. Captain Madi- 
son, his ship a hoxjeless wreck, and his guns out of action, 
finally ordered the engines backed, to take way off the 
ship, and prepared to lower the boats. 

Both quarter boats, filled with men, were wrecked by 
the guns of the submarine while in the process of 
launching. 

After this disaster Lieutenant Ringelman started for- 
ward and found Captain Madison lying unconscious on 
the deck. He picked him up and threw him into a life 
boat amidships. This boat was lowered into the water 
without further mishap. 

At about 7 :45 A. M. the ship sank, stem first, from the 
effects of enemy gunfire and torpedo. 

The submarine then cruised around, picking up vege- 
tables from the wreckage, and finally went alongside 
the life boat, and demanded the Captain and Chief Gun- 
ner. The occupants gave incorrect answers, saying that 
these officers had been killed. They had previously re- 
moved their uniforms to avoid capture. Ensign Wood- 



200 HISTORY OF TRANSPORT SERVICE 

ard and a soldier were summoned on board, and the 
German Captain, Franz, by name, ordered the life boat 
to tie up astern. As the U-boat started suddenly ahead, 
the life boat was only saved from capsizing by the part- 
ing of the tow line. 

The submarine then went alongside a life raft which 
was crowded, for the most part with wounded men. En- 
sign Woodard and the soldier were put off on the raft, 
and Lieutenant Fuleher, the only officer in unif onn, was 
taken on board. Lieutenant Muller had previously been 
picked up out of the water. With these two officers the 
U-boat steamed away, leaving the wounded men in the 
boat and on the raft to get along as best they might. 

After several hours the life boat and the life raft 
were brought together and five men were transferred 
from the raft into the life boat by swimming. 

All the men in the boat, except one, were wounded 
and unable to handle oars. Consequently, the boat and 
raft again drifted apart. Lieutenant Eingelman made 
sail and tried, until darkness overtook him, to get back 
to the raft, but without success. How many men were 
left on the raft is not known, but all were wounded. 
These poor fellows were never heard from. 

After four days of indescribable hardship, the life 
boat was picked up by the British steamship Moorish 
Prince, and two days later, all the survivors able to 
stand the physical strain were transferred at sea to the 
British ship Grampian. Lieutenant Commander J. J. 
Madison, U. S. N. R. F., and four soldiers remained on 
board the Moorish Prince. All survivors were finally 
landed in New York City. 

Out of the 240 persons on board the Ticonderoga, 11 
Navy and 14 Army were saved. All of the Naval sur- 
vivors, except one, had been wounded. I do not know 



LOSS OF U. S. S. TICONDEROGA 201 

the exact figures for the Army but most of them were 
probably wounded too. 

Lieutenant Muller and Lieutenant Fulcher were taken 
prisoners on board the submarine, which was identified 
as the UK-152, commanded by Captain-Lieutenant Franz 
of tlie German Navy. Lieutenants Muller and Fulcher 
were repatriated via England by this same U-boat when 
she surrendered after the Armistice. 



CHAPTER XVI 

FOREIGN TRANSPORTS IN U. S. CONVOYS— LOSS OF 
DTF/iV^K— ADVENTURES OF LIEUTENANT WHITEMARSH 

FOREIGN TRANSPOETS IN U. S. CONVOYS 

Many foreign vessels were chartered by the United 
States Government to help carry our soldiers abroad 
and fifteen of these were assigned to my command, be- 
coming practically a part of the Cruiser and Transport 
Force. They were issued the same saiUng directions, 
were governed by our orders for Ships in Convoy, and 
operated at sea under the direction and supervision of 
the United States Naval Group Commander. 
These foreign transports were : 

Ship Nationality 

Kursk British 

Czar 

Czaritza 

Dwinsk 

Vauban 

Caserta Italian 

Dante Alighieri 

Duca D'Aosta " 

Duca Degli Abruzzi " 

ReD'Italia '' 

America 

Patria French 

France 

Lutetia 

Sobral Brazilian 

To make for smooth cooperation and to facilitate the 
communication of orders and instructions to the for- 
eign Captains, each of these vessels carried a United 

202 



FOREIGN TRANSPORTS IN CONVOYS 203 

States Naval Detachment consisting of one or two oflS- 
cers, a signalman watch for the bridge and a radio oper- 
ator watch for the wireless room. 

The Senior United States Naval Officer on board, was 
charged with seeing that i)roper zigzag courses were 
steered, the ship darkened at night, nothing thrown over- 
board that might point the trail, gun crews trained and 
alert, an adequacy of life saving equipment on board, 
and necessary emergency drills held against torpedo at- 
tacks, fire, and collision — in short, to see that j^roper 
measures were taken to safeguard the soldier passengers 
and to guarantee that the presence of the foreign ships 
would not prove a menace to the other ships in the con- 
voy. 

The officers called upon to perform this responsible 
war time duty, were young men of the rank of Ensign or 
Lieutenant, who, for the most part, had not been more 
than a year or two out of the Naval Academy. Less ex- 
perienced in the ways of the sea and ships than the Cap- 
tains with whom they served, they nevertheless under- 
stood the particular work in hand. Tactfully, yet firmly, 
they performed their duties in a thorough and officer- 
like manner. 

The story of Lieutenant Whitemarsh, Senior Naval 
Officer on board the chartered British transport Dwinsk, 
may well serve to illustrate our type of Annapolis grad- 
uates. 

The morning Whitemarsh reported to me for duty I 
was particularly impressed with his slender build and 
youthful appearance. I asked him how long he had been 
graduated from the Naval Academy. He replied, **One 
year, sir." ''Do you think you could suppress a mutiny 
in a transport?" I inquired, and to this he responded, 
"Yes, sir; I've downed one and I suppose I could an- 
other. ' ' 



204 HISTORY OF TRANSPORT SERVICE 

At my request he then modestly recounted how he 
once boarded a schooner whose crew refused to get the 
vessel under way ; how, with a few men, he had restored 
discipline, with the result that the Master had no further 
trouble in getting his orders carried out. 

I listened with interest, and at the conclusion of his 
narrative gave him his orders to the Divinsk, shook his 
hand, and wished him a pleasant voyage and a safe 
return. 

THE Dwmsk TORPEDOED 

A Cruise in cm Open Boat 

The Dwinsh sailed from New York on May 10, 1918, 
in company w^ith thirteen other transports carrying 
troops, all of whom reached France in safety. 

On the return voyage the ships separated before 
reaching this coast, and on the morning of Tuesday, June 
18th, the Dwinsk was torpedoed by an enemy submarine 
in Lat. 38° 30' North, Long. 60° 58' West, some 600 miles 
distant from her destination, Hampton Roads, Ysl. 

The torpedo was sighted at 9 :20 A. M., 300 yards on 
the port quarter, ''porpoising," that is, jumping out of 
the water at intervals as it raced for the ship. It was 
too close aboard to be dodged, and the torpedo struck 
abreast the after-hold. The Captain ordered the engines 
stopped, and the ship abandoned. No one was killed or 
injured by the explosion and no lives were lost in aban- 
doning ship. 

Nothing was seen of the submarine until, as the last 
boats were pulling away, it appeared on the surface some 
3,000 yards away, and fired a number of shots at the ship. 
Her gunnery was very poor, even at this comparatively 
short range, and apparently little damage was done. 

The boats clustered together a few hundred yards 




S. S. "ifEXDF.RSOx" 




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FOREIGN TRANSPORTS IN CONVOYS 205 

astern of the ship, and the submarine approached, keep- 
ing her two six-inch guns and four machine guns trained 
on them. The U-boat Captain then called all seven boats 
about him and questioned the occupants concerning the 
name of the ship, her destination, port of departure, 
toimage, cargo and the nature of her duties. He made 
some effort to distinguish the Captain and officers, but 
they had concealed their identity by removing their hats 
and coats. 

The submarine then, without taking prisoners, 
steamed off a thousand yards from the Dwinsk and again 
opened fire. At this range most of the shots were effec- 
tive. One exploded the powder magazine, and the fol- 
lowing one landed among the smoke boxes provided for 
making smoke screens. Great volumes of smoke arose 
shutting out the greater part of the sky. After the 
eighteenth shot, the ship listed heavily to port and at 
11 :15 sank, stem first, bow pointing skyward. 

The seven boats made sail and headed to the west- 
ward. Lieutenant Whitemarsh, in boat No. 6, discov- 
ered that it was leaking badly and the sail, which was a 
lug rig, was found to be rotten and full of holes. There 
w^as no tinned meat in the boat, nothing but 24 gallons of 
stale water and some moldy sea biscuit. His 10 days* 
experiences are best told in his own words, which are 
quoted below from his official report. 

STORY OF LIEUTENANT WHITEMAESH 

''Our boat, No. 6, was sailing in the general direc- 
tion of the rest of the boats, but losing distance steadily 
on account of having a rotten sail. 

"Shortly after noon smoke was reported on the hori- 
zon to the Eastward. In a short time a ship appeared 
and developed into a four-stacker of the Von Steuben 



206 HISTORY OF TRANSPORT SERVIC:Ei 

type. She was making full speed towards our boats and 
our wishes for an early rescue seemed about to be real- 
ized. But she suddenly stopped, avoiding a torpedo fired 
from the invisible submarine which was using our boats 
as a decoy. The ship opened fire on the submariners 
periscope and fired five shots, the projectiles ricocheting 
over our heads. The ship then got under way quickly 
and soon disappeared. 

The submarine came to the surface again over a mile 
astern, and approached our boat. She came alongside on 
our port hand and the Captain, who was burdened with 
iron crosses, asked us through his white-clad lieutenant 
what the name of the four-stacker was, and whether or 
not she was an auxiliary cruiser. I didn't know. 

The presence of the submarine at such range gave 
an opportunity to study her characteristics. She was a 
dull slate gray in color, and showed marks of continuous 
running on the surface. The paint was worn off at the 
water line, where the hull was rusty. There was no 
lettering or distinctive markings on the submarine. She 
was about 275 feet long and had a beam of approxi- 
mately 30 feet. Her armament consisted of two six-inch 
guns and four machine guns. The six-inch guns were 
situated midway between the conning tower and the for- 
ward and after ends respectively. The machine guns 
were grouped about the conning tower, two forward and 
two aft. The submarine was of the double hull type, 
with about five feet of free board. The tonnage was per- 
haps 2,500. The conning tower was directly amidships. 
If anything, the bow was a trifle higher than the stern. 
A life boat was carried, lashed to the deck, aft of the 
after gun. Still further aft there was an apparatus which 
I believe was used for mine sweeping or mine laying. 
Since it was housed it could not be made out accurately. 
At one time I counted thirty-seven men, including officers. 



STORY OF LT. WHITEMARSH 207 

The Lieutenant who acted as interpreter spoke broken 
English and understood with difficulty. The g^^^s we^^ 
kept trained on us while we were near the boat but they 
left us unmolested, not even inquiring as to our plans or 

^""""it wTs'at this time that our boat started to pass boat 
No 3 in a favorable breeze. Cadet Morrison shouted 
from boat No. 3 that we ought to stay together Our 
sail soon developed greater rends which allowed Morn- 
son's boat to forge ahead towards the leading boats, 
leaving us behind. It was a matter of indifference to us, 
except that a single sail might appear to a possible rescue 
ship more suspicious than a group of tliem. 

We sailed all that night. The wind was ENE. Early 
next morning a heavy rain fell. The French sailor, 
Moellec, had oilskins, and three others had safety suits 
but the rest of the crew were thoroughly drenched. Two 
men particularly, who were in pajamas, were merci- 
lessly exposed, even after those who were more plenti- 
fully supplied had shared their clothing. 

We sighted a two-stacked steamer at dawn, close on 
our starboard hand. Showed a signal of distress, a red 
flare but the steamer didn't reply to our signal. Five 
more times in the next four days we were passed by 
ships which we were ahnost certain would pick us up, 
but the period of jubilation invariably turned to one ot 
despair when the ships headed away and left us. ihe 
Von Steuben had sent out a report saying that our boats 
were being used as a decoy by the German submarine, 
and this probably accounted for the failure of these ships 

to rescue us. ,^ ^ , t 

There was a heavy rain all day Wednesday, June 
19th. At evening the rain lessened ; the boat, now alone, 
keeping on the same course. ^ 

On Thursday nothing happened until evemng when 



208 HISTORY OF TRANSPORT SERVICE 

we sighted a steamer on our port hand, zigzagging. "We 
showed several red flares but without result. At almost 
the same time we sighted a large bark, steering west- 
ward at such an unusual rate of speed that it was thought 
she might have been used as a supply ship for subma- 
rines. She showed no signs of having seen us. 

On Friday we continued to sail on course WNW \vith 
a favorable breeze. Another steamer sighted failed to 
pick us up and we sailed through the night. 

Watches were stood by every member in the boat. 
Three men were lookouts and stood two-hour watches. 
Currie (Cadet), Pritchard (First Officer), and I, took 
three-hour tricks at the helm in turn, while the remain- 
der constituted the bailing detail, two men bailing for a 
period of a half hour. 

As time went on signs of weakness began to ap- 
pear; some were compelled to stop work, although they 
were still willing. The Maltese lad (assistant cook) 
named Sammut, had been torpedoed once before, when, 
in abandoning ship, he had been struck by the life boat 
swinging into the side of the ship. The injuries he had 
sustained to his hip had never completely healed. 

Chief Baker Walker was given an additional allow- 
ance of water on account of the nature of his previous 
duties. The ration was a pilot biscuit a day and a half 
pint of water. Walker's mind, however, began to wan- 
der and he began to talk thickly of the coffee he was 
making and the pies he would be able to serve at five 
o 'clock. 

Spooner (fireman) went temporarily insane and in 
all my life I have never heard such an original and easy 
flow of profanity. 

Early Saturday morning we sighted ship 's boat No. 3 
and went alongside. The crew had been picked up. 
Moellec (French seaman) entered the boat and did the 



STORY OF LT. WHITEMARSH 209 

greater amount of work in salvaging a new sail, a boat 
compass, a pair of shoes, can of biscuits and quantities 
of line, blocks and rigging. From this time the French- 
man was perfectly happy and busy, rigging an old shirt 
to a pole and running it up to the masthead for a distress 
signal, making capes from the old sail, making spray 
shields, splicing and working on the rigging. He never 
seemed to worry and was always ready with a smile and 
cheery word. His activity was unusual, considering that 
he was forty-five years of age. Since I was the only 
one who understood French, he used to talk to me for 
hours about his past life, and the weather. 

By Saturday noon the wind from the east increased 
to a moderate gale. It was at this time that Pritchard, 
the First Officer, while having the sail reefed, allowed 
the boat to get into the trough. When I told him how 
to straighten out, he became an^ry and said he had for- 
gotten more about sailing than I had ever known. A 
perfect accord could not be expected and certainly not 
enforced with the hatchet, our only weapon, so I allowed 
the matter to drop and took the helm myself. 

All afternoon the wind continued to increase and the 
sea rose very high. The direction of the wind changed, 
a bit to the right and held steady. The spray would 
occasionally drench us all. The sail, bit by bit, was 
taken in altogether. Two small triangles of canvas were 
rigged forward to keep her stem to the wind and weights 
shifted aft. 

A line was made fast to the mast to indicate the direc- 
tion of the wind, and I gave the helm to Seaman Fallon. 
He lay on his back in the stern sheets and steered while 
the boat was making five or six knots through the water. 
At 5 :00 P. M. the gale was raging furiously with a heavy- 
sea running. At 6:00 P. M., Fallon, drenched repeat- 
edly, had a cramp and Cadet Currie took his place. 



210 HISTORY OF TRANSPORT SERVICE 

Currie was the 17-year-old son of a famous English 
sportsman and banker. He had not been at the helm 
five minutes before he saw a heavy cross sea coming 
down upon us. Unfortunately he released the tiller and 
obeyed the impulse to throw up his hands to keep the 
water off. The sea dropped in over the starboard quar- 
ter and washed him overboard, at the same time filHng 
the boat to the gunwale. 

I straightened the boat out, and all hands turned to 
with hats, buckets and shoes to clear the boat of water 
and to man the oars. The attempt to back the boat to 
pick up Currie only resulted in getting her into the 
trough. Currie was swimming towards us but not a third 
as fast as we were drifting. To save the lives of those 
remaining in the boat, we had to abandon the attempt 
to rescue Currie. 

A little later another sea dropped down on top of the 
boat and knocked every one about, swamping the boat 
again. Pritchard, helmsman at this time, was suddenly 
stricken, and when the boat was again freed of water, 
he lay down in the bottom. I took the tiller and stood up 
in the boat in order to see the waves and feel the wind to 
better advantage. The men sat do^vn in the bottom to 
improve the stability, and three of them appointed them- 
selves my protectors by hanging onto my feet and knees. 
They evidently didn't want a second casualty. 

The Frenchman stood up in the bow, hke a gray 
ghost, hanging onto the mast. When the boat was poised 
on a wave, the bow down at an angle of 45 degrees and 
charging along at express speed, he seemed to be the 
least perturbed of the crew. 

It was very dark and the wind, still increasing, 
brought intermittent rain squalls. This was not without 
advantage, since by opening the mouth water could be 
obtained. The water had a peculiar taste, as if there 



STORY OF LT. WHITEMARSH 211 

were quantities of ashes or dust in it. At times the rain 
would fall in torrents until the great waves were com- 
pletely hidden by the rain splashes. This doubtless ren- 
dered the sea less perilous, a circumstance which perhaps 
saved the life boat from being wrecked. 

It was about 11 :00 o'clock that night when the wind 
began to shift rapidly. The wind would come from one 
direction and the seas from another. The waves were par- 
tially illuminated by a dim light, and this illumination 
was of great assistance in meeting them squarely. For 
fifteen minutes at a time I would keep the rudder hard 
right and then a few minutes hard left. In an hour there 
was almost a total calm, while the small boat tossed 
about aimlessly on the confused sea. 

At first, when I made a remark about the wild beauty 
of the semi-illuminated sky and sea, the crew seemed to 
think that I had lost my mind. But after they heard 
about their unusual fortune in being at the center of a 
cyclonic storm and began to think about the tales they 
could tell when they landed, they began to cheer up and 
the conversation was quite lively. They forgot the inci- 
dent of a half hour before, when one of the men, after a 
long and awe-inspired silence, moaned from the bottom 
of the boat, "Is there any hope, my good fellows?" 

The calm was of short duration, however, and the wind 
set in again, bringing a torrential rain. The boat onco 
more resumed its circling in the furious sea; the crew 
was drenched again and again with spray; the French- 
man stood at the mast and a detail of two men bailed out 
water without cessation. 

After two hours of this, the wind steadied, though 
still blowing a gale. When it grew lighter in the morn- 
ing, a long dark cloud was seen overhead extending across 
the sky from west to east, and when we were swept under 
it a chilly rain fell. 



212 HISTORY OF TRANSPORT SERVICE 

The wind coming from the west was dying down a 
little. My arms were aching after eleven hours at the 
helm, and after a sea anchor was rigged by lashing to- 
gether two oars, the Frenchman relieved me. The wind 
moderated during the day, but the swell was high. 

In speaking of the storm that day, Gregory, who hdd 
followed the sea for forty years, declared he had never 
seen anything like it. If, by having to endure the 
storm of that night again, the world would give him 
every luxury known to men for the rest of his life, he 
said he would refuse. He preferred the pleasures of a 
nice fainn in Wales where he could spend the rest of his 
days with his wife and children. 

Toward night we set sail heading southwest, the wind 
being northwest. At midnight the wind had dropped 
to a calm. Monday, Tuesday and Wednesday passed 
with light, variable mnds and calms. These days taxed 
the courage of the men the greatest. They all knew we 
were in the Gulf Stream and drifting farther away from 
land every hour. When some of the crew, who had 
practically abandoned hope, began to sing familiar 
hymns, including "Nearer, My God, to Thee," I made 
them stop and the American seaman, Richards, and I 
sang ''Homeward Bound," and other cheerful popular 
hits. 

The food ration was cut to two-thirds of a biscuit a 
day with a quarter of a pint of water. The Second Engi- 
neer Officer, Pattison, became guardian of the hatchet, 
and whenever this weapon went forward to sharpen pegs 
or open tins, he would follow unostentatiously after and 
bring it aft again. He expected a raid on the food and 
water supply, but his fears were unfounded. The men 
were eager and prompt to execute every command or 
adopt every suggestion, particularly after the storm on 
Saturday night. 



STORY OF LT. WHITEMARSH 213 

The spirit in the boat was excellent. Helpfulness 
and brotherly care were very evident in sharing clothing 
and sleeping places, and in assisting one another at work. 
Two of the weakest were excused from work. Those on 
lookout details had their eyes infected, until they were 
temporarily blind. Shirts were given as bandages and no 
efforts spared to make them comfortable. 

Mother Carey 's chickens, which followed the boat con- 
tinuously, were looked upon as an omen of good luck. 
Small and varied colored sharks were called "land 
sharks" and an attempt made to spear them for food. 
Sea-gulls in flocks were considered a sign of proximity 
to land. Boxes, spars, and similar driftwood made the 
men happier. The first man to sight the steamer that 
would pick us up was to have the biggest dinner money 
could buy when we landed. 

But the men were depressed in spite of it all. The 
sun would bake them mercilessly, and later, cold rains 
would chill them to the bone. One man made an attempt 
to drink salt water, and another thought it would be 
better to go over the side in the night and end it all. 
Discipline was insured only by the unchanging severity 
of command, combined with the proper regard for the 
welfare of the individuals in the boat. Moellec, Rich- 
ards and Gregory were consistently cheerful. 

Wednesday afternoon, towards four o'clock, the 
weather looked threatening and the wind increased. Rain 
began to fall very heavily. After washing the salt out 
of the sail, all hands drank their fill of water and caught 
an additional four gallons. 

By midnight, the wind from ESE was blowing a gale 
with high seas and continuous rain. When we took a 
couple of seas the sail was shortened somewhat, but we 
made the most of the opportunity to run in. The crew 
was drenched with spray, but the time for compromise 



214 HISTORY OF TRANSPORT SERVICE 

was past. Mocllec and I relieved each other at the helm 
until Thursday morning, when the wind moderated and 
the rain stopped. It was calm all day. 

A pleasing diversion during a watch was our time 
piece, a dollar watch marked "boyproof." It would 
ran perhaps five or ten minutes at a time before it 
stopped. Shaking would start it again. The man at the 
helm stood very long watches unless he gave the ''boy- 
proof" his undivided attention. 

Friday morning at 9 :30, Collins jumped up and began 
waving his arms. He had sighted a steamer to the east- 
ward heading towards us. The sail was left up until 
the hull and men of our boat could be clearly seen, and 
then we rowed alongside. It was the U. S. S. Rondo, 
Commander Grenning, U. S. N. R. F., in command. 

Most of the men of the life boat were so weak that 
they had to be lifted up the sea ladder by means of a 
line, although a few of us managed it without assistance. 
The American sailor, Richards, who had sacrificed his 
rations to preserve his companions, was particularly 
weak. When I left the boat, two sailors from the Rondo 
were behind cutting holes in the hull and salvaging ma- 
terial such as oars, sails, water breakers and rigging. 
This was accomplished quickly and the boat left so that 
the next storm would knock her to pieces. 

The sundvors were given medical attention, clean 
clothing and food and shown every kindness human be- 
ings could bestow upon fellow creatures. The fearless- 
ness of Captain Greiming in approaching the life boat 
when unarmed and when warned that the submarine was 
using our boats as a decoy, is most commendable and I 
am sure every survivor will remember him with infinite 
gratitude. 

When picked up the life boat was 340 miles from 



STORY OF LT. WHITEMARSH 215 

Norfolk, Va. The Rondo reached port the next night, 
June 29, 1918. About six hours before landing, while 
standing near the bridge, I was presented with a paper 
which contained the following testimonial written and 
signed by all the survivors of the life boat. 

**We the undersigned, survivors of the torpedoed 
steamship Divinsk, wish to show our undying appre- 
ciation of the conduct of Lieutenant (j.g.) R. P. 
Whitemarsh, U. S. Navy, who, under the most try- 
ing and perilous conditions, set an example of cour- 
age and bravery beyond all praise, and we feel that 
his conduct and devotion to duty when face to face 
with destruction in a raging storm in an open boat, 
when most of us believed that the end had come, 
carried us through until the storm passed, and later, 
after many days in this boat, when all hope of rescue 
seemed small, he was always cheerful and hopeful, 
and encouraged us to further efforts." 
(Signed) 

T. J. Richards, Seaman, U. S. N. 

R. J. Pritchaed, First Officer. 

J. J. Skilling, Chief Steward. 

E. Griffith, Boilermaker. 

J. J. Martin, Barkeeper. 

C. Gregory, Linen Keeper. 

John Jones, Greaser. 

John Wainwright, Donkeyman. 

M. Keough, Fireman. 

H. Spooner, Fireman. 

W. E. SoPER, Storekeeper. 

J. Sammut, Assistant Cook. 

Je. Mouellec, Seaman. 

James Pattison, Sec. Eng. Officer. 

James Downie, Fourth Eng. Officer. 

DiNSDALE Walker, Chief Baker. 

George Fallon, Seaman. 

Harry Collins, Fireman. 

James Wright, Barkeeper. 



216 HISTORY OF TRANSPORT SERVICE 

Von Steuben encounters submaeine june 18, 1918 

The Von Steuben while returning from France sight- 
ed a number of life boats on the port bow. Soon after- 
ward a torpedo was fired, the wake of which was seen by 
an alert lookout when about 500 yards from the ship. His 
prompt report and the immediate maneuvering of the 
Vo}i Steuben by the Captain saved the ship. Several 
depth bombs were dropped upon the estimated position 
of the submarine. As no SOS signal had been re- 
ceived at the time it was thought that the boats were 
nothing but decoys. Afterward it was discovered that 
they had been used as decoys but in addition contained 
survivors of the Dwhisk, torpedoed the day before. These 
were picked up by another shipi 



CHAPTEE XVII 

ADVENTURES OF LIEUTENANT ISAACS 

TAKEN PRISONER BY A U-BOAT 

Lieutenant Isaacs was attached to the Naval transport 
President Lincoln at the time she was torpedoed early in 
the forenoon of May 31, 1918. Before the arrival of the 
destroyers which picked up the , survivors during the 
night, while the lJ-90 was steaming among the life boats 
and rafts searching for the transport Captain, the keen 
eye of the German Commander caught the stripes of 
Isaacs' uniform in the stern sheets of one of the life 
boats. The U-boat Captain put a megaphone to his 
mouth and sang out, **Come aboard!" 

The boat ran alongside and Isaacs stepped to the 
submarine deck, and as he did so a German sailor re- 
lieved him of his revolver. (This was later returned to 
him.) Isaacs fhen made his way to the conning tower 
where he was given a glass of sherry and the Command- 
ing Officer informed him that he was Captain Remy of 
the U-90, explaining in excellent English that his orders 
were to take the Senior Naval Officers prisoners when- 
ever he sank a Naval ship. 

After a half hour search for the Lincoln's Captain 
who escaped by disguising himself as a sailor, Isaacs 
said that he felt sure Captain Foote had gone down with 
the ship. The search was then abandoned and Remy 
ordered his prisoner below, where he was given warm 
clothing and allowed to lie down in one of the bunks. 

217 



218 HISTORY OF TRANSPORT SERVICE 

The U-boat then turned to the northeastward and pro- 
ceeded at five knots to her cruising- ground, which was 
about 300 miles west of Brest, arriving there on the fol- 
lowing day, June 1st. 

The following is a precis made up of excerpts from 
the official report of Lieutenant Isaacs : 

''Early in the morning a radio was intercepted stat- 
ing that the survivors of the President Lincoln had been 
picked up and that only a few were missing. That after- 
noon we sighted two American destroyers. They were 
so far away that Captain Remy thought that by heading 
away he could avoid being seen. He, did not reckon, how- 
ever, on the keen eyesight of the American lookouts. 
The destroyers instantly sighted him and gave chase. 

We quickly submerged and a few minutes afterwards 
we felt depth bombs exploding all about us. Twenty- 
two bombs were counted in four minutes; five of them 
were very close, or seemed so to me, for they shook the 
vessel from stem to stern. To escape them we were 
making our best speed, zigzagging, and apparently dou- 
bling back on our course. The Petty Officer at the micro- 
phones, listening to the propellers of the destroyers, re- 
ported continuously whether they were getting closer or 
farther away to the Captain, who was in the conning 
tower. Soon they could no longer be heard, but we re- 
mained submerged at a depth of sixty meters for about 
one hour longer. Then Captain Remy brought his boat 
to the surface and continued cruising up and do^vn at five 
knots speed. 

The following morning, June 2nd, another American 
destroyer was sighted, but so far away that we were not 
seen. Kemy then told me he felt that things were getting 
too warm for him in that ^^cinity and he intended to re- 
turn to his base. We headed northw^est and continued 
along the west coast of Ireland all that day and the next. 



ADVENTURES OF LT. ISAACS 219 

On June 4th, early in the morning, they called me to 
go hunting. We had approached a small island called 
North Rona, west of the Orkneys, where Remy was in 
the habit of stopping on each trip, weather permitting, 
to shoot wild sheep which were the sole inhabitants of 
tlie island. It seems that years before a hermit had 
come to live there and had begun raising sheep, which, 
after he died, continued to thrive. I counted 150 of them 
from the deck of the U-boat, for, after getting me up, the 
Captain changed his mind and decided that I was not to 
go hunting after all. 

He sent one of his officers and two men in the small 
bateau which was carried between the inner and outer 
hull of the submarine, to the beach, and a few minutes 
later we could see them mounting the side of the cliff. 
I watched from the deck of the submarine through my 
binoculars. They shot nine sheep, one of which fell over 
the top of the cliff and into the water. Telling me that 
he knew he was a fool to do such a thing, Remy backed 
his submarine to within three feet of the cliff in order to 
pick up this sheep. One of the sailors pulled it aboard 
with a grapnel. A few hours later the hunters with the 
other sheep they had killed returned on board and we 
proceeded in a northeasterly direction around the Shet- 
land Islands. 

On the Gth of June we passed along the coast of Nor- 
way. The next day we got in touch with another U-boat 
which was running short of fuel. Her Captain was on 
board that night and talked a v/hile with Remy before 
returning to his boat lying a few hundred yards away. 
It was rather rough, so he did not take fuel from us but 
said he would try to make Kiel with what he had. 

The following day, June 8th, we passed to the north- 
ward of Jutland into Skaggerrack, hugging the Danish 
coast. That morning we fell in with another U-boat, and 



220 HISTORY OF TRANSPORT SERVICE 

for three hours both submarines maneuvered at high 
speed over a measured course between a lighthouse and 
a fixed buoy. (In submarine navigation, especially when 
maneuvering into position to attack, accurate data as to 
what speed is being made according to engine revolu- 
tions, is important, and these submarines were evidently 
engaged in checking their standardization curves.) 

About noon time we entered the Kattegat. I had 
asked Eemy if he ever rested on the bottom. That after- 
noon he submerged and rested on the bottom for about 
three hours. He told me that the submarine w^hich was 
short of fuel had asked for assistance and Eemy went 
to her aid, giving the other boat the fuel she needed dur- 
ing the night. 

On June 9th we continued on our way and about 11 :00 
P. M. I was allowed on deck to smoke. I found we were 
in a little bay apparently ^vith the lights of Sweden on 
one side and those of Denmark on the other. Although 
the sun had long since set, it was still twilight. (At that 
time of the year there is practically no night in this lati- 
tude — at least no real darkness.) We were at a subma- 
rine rendezvous, because I saw a second submarine about 
a quarter of a mile away and another soon came to the 
surface, making three in all. Finding that I was not 
far from a neutral country, I detennined to try to make 
a getaway. 

I had my life jacket which had never been taken from 
me and was hoping that it would get dark enough so 
that I could not be seen in the w^ater. ^"hile I was mov- 
ing over to the platfonn abaft the conning tower a Ger- 
man destroyer w^as sighted bearing do\\Ti on us from the 
east at high speed. She was making the rendezvous in 
order to escort us through the Sound. Just as I was 
planning to slip over the side, Eemy, who was never more 
than two yards from me, ordered me below. Before I 




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ADVENTURES OF LT. ISAACS 221 

passed through the hatch, I took one last look around 
and saw that the destroyer was placin?^ herself at the 
head of the column and we were proceeding westward. 
Early the next morning I was on deck and found that we 
had passed into the Baltic and were heading in a south- 
westerly direction. 

Before reaching Fehmarn we passed the battle cruiser 
Ilindenhurg and two other battle cruisers of the same 
type, also four armored cruisers, holding individual 
maneuvers. 

We entered Kiel harbor, which was protected by a net, 
at 3 :00 P. M., June 10th, and tied up at a landing near the 
entrance to the canal. Here I was allowed to go ashore 
for a few minutes' walk with one of the officers and I 
noticed probably a dozen destroyers in the harbor and 
about eight submarines of the same type as the U-90. 
In addition to these there were two large submarines 
probably 350 feet long, each painted a dark green and 
mounting a six-inch gun forward. These, Remy told me, 
were the new mine layers. At seven o 'clock we shoved off 
and in company with another submarine proceeded down 
the canal. 

When I came on deck the morning of the 11th, we 
were in the Heligoland Bight. A Zeppelin was patrol- 
ling over head; and about nine o'clock we passed a divi- 
sion of battleships, two of them being the Grosser Kur- 
furst and Konig II. They were sailing north at high 
speed, escorted by four large destroyers. 

After passing through the locks at Wilhelmshaven 
we tied up alongside the mother ship Preussen and I 
was sent on board of her and put in a room with a barred 
port, the door locked and an armed sentry placed out- 
side. We were lying in some back water from which it 
would be imyjossible for me to escape to the mainland; 
even had I done so I would have had to pass through 



222 HISTORY OF TRANSPORT SERVICE 

the ''most iutonsely guarded city of Germany," as they 
call it. One of the German otlicers told me it was prac- 
tically impossible even for him in nniform to get out of 
Wilhelmshaven without passing through an enormous 
amount of red tape. 

The U-90 is a submarine built in 1916, approximately 
200 feet long, carrying two 10.5 e. m. guns — one forward 
and one aft of the conning tower. Captain Remy boasted 
that he could make lO knots speed on the surface, and 
that he had demonstrated the superiority in speed that 
German submarines have over the American submarines 
when, some time previously, he had had an encounter 
"with the L-4; that they had maneuvered in trying to 
get a shot at each other; that both submerged two or 
three times ; and that finally he was able to fire a torpedo 
at the American submarine after getting into position, 
owing to his superior surface speed ; that just as he was 
firing, the L-4 dove and his toi-pedo passed a few feet 
over her. 

While I was aboard we never submerged to a depth 
greater than 70 meters, although Captain Eemy told me 
he could go to 100 meters. That last day, while passing 
through the Kattegat, when we were submerged for over 
10 hours, we traveled most of the time at a depth of 70 
meters. He seldom made more than eight knots speed 
submerged — I doubt if he could make much more. He 
carried a crew of 42 men and four officers. x\nother of- 
ficer, Kapitan-Leutnant Kalm, was aboard for purposes 
of instruction, having had his request granted to com- 
mand a submarine of his o^m. "While I was at "Wilhelms- 
haven, Kapitan-Leutnant Kalm came to see me in prison 
and told me he had just received orders to proceed to 
Kiel and take command of one of the new submarines. 

Of the crew of 42 men, two were warrant officers — 
one tlie navigator, the other the machinist. The Cap- 



ADVENTURES OF LT. ISAACS 223 

tain's three assistants were lieutenants corresponding to 
our grade of ensign. One was a Naval Academy man 
who entered the Navy in 1913 — he was a deck officer; 
another was a reserve ensign from the merchant fleet by 
the name of Wiedermann, who spoke English very well, 
having been in America and England in peace times on 
various steamers; the other officer was a regular who 
liad gone to their school for engineers and who was re- 
sponsible for the efficiency of the machinery; he did not 
stand deck watch. The watch on deck was stood by tho 
navigator (Warrant Officer) and the two ensigns (Leut- 
nants). The Captain, Kapitan-Leutnant Remy, took tho 
conn when ships were sighted and in passing through 
narrow waters. He had entered the Navy in 1905 and 
had traveled considerably, having been to America in 
1911 on a cruiser which put in at Charleston, South Caro- 
lina, and into New York, in both of which places he had 
been hospitably entertained. He liked America but could 
not understand why America had entered the war. He 
believed, as all Germans are taught to believe by the 
governmental propaganda, that our entry into the war 
must have as its motive the rendering safe of the millions 
we loaned to Prance and England earlier in the war. 

When I was captured the Germans were nearing 
Paris. On the submarine we received radio reports 
every day and it did look bad for the Allies. Remy and 
his officers were absolutely confident that the war would 
be over in a few months, and would end in a big German 
victory, for as they said : 

''France will soon be overrun by our armies and there 
will be no jjlace for the American troops to land. Be- 
sides, you are coming over so slowly that the war will 
be ended long before you have a sufficient number of 
troops in Europe to affect the result." 

Tho submarine rolled a little in the Atlantic, though 



224 HISTORY OF TRANSPORT SERVICE 

we had no very rougli weather. In the North Sea the 
choppy seas seemed hardly to affect it; and under the 
surface there was no sensation of being in motion. The 
air inside the submarine when we were submerged on 
the last day for ten hours was becoming disagreeable. 
However, several tanks of oxygen were carried which 
Eemy told me he would use in case of necessity. The 
water-tight doors between the different compartments 
were kept closed at all times after entering the North 
Sea. The officers and crew smoked in the conning tower 
or on deck, but nowhere else. The wardroom was about 
six feet wide and seven feet long. Here we ate at a small 
table, and in the lockers along the bulkhead the ward- 
room food was kept. Here also they installed hammock 
hooks and swung a hammock for me to sleep in alongside 
two bunks used by Kahn and one of the other officers. 

Just forward of this room was a smaller compartment 
known as the captain's cabin, in which he had his desk 
and bunk — with scarcely room for either. Forward of 
this cabin was a sleeping compartment for the men, and 
forward of this was the forward torpedo room. I was 
never allowed in the torpedo rooms. Abaft the ward- 
room on the starboard side was a small cabin about four 
feet wide and six feet long occupied by the two other offi- 
cers. Across the passage on the port side was the radio 
room. Abaft these two small compartments was the con- 
trol room. Here there were always two men on watch. 
Abaft the control room was the other living compart- 
ment for the men. Here the food was cooked and the men 
ate their meals. Abaft this was the engine room and then 
the after torpedo room. The men slept in hammocks 
and on the deck. They were very dirty for there was no 
water to wash with. In the wardroom we had enough to 
wash our hands and faces every day, but that was all. 



ADVENTURES OF LT. ISAACS 225 

A little wine was carried foj the officers, who also 
had eggs two or throe times while I was on board. They 
had sausage at every meal, canned bread and lard, which 
they called marmalade and used on their bread. Remy 
told me, however, that the people on the submarines were 
the only ones who had an unlimited amount of meat and 
the like. We had practically four meals every day; at 
8:00 A. M., breakfast; at 12:00 o'clock noon, dinner; at 
4 :00 P. M., what they called "Kaffee," and at 8 :00 P. M. 
supper, but practically every meal was the same, at least 
until we had the fresh mutton shot on North Rona Island. 
''Kaffee" at 4:00 P. M. apparently corresponded to our 
tea, but the sausage (or, as they call it, "Wurst") was 
placed on the table every meal. 

After supper every night we played cards, sometimes 
bridge and sometimes a new game, with the secrets of 
which I was soon acquainted. Captain Remy tried in 
every way possible to make things pleasant for me, and 
when I asked an impossible question he invariably 
told me he did not think he ought to answer, so I have 
great confidence that what he did tell me was the truth. 

The U-90 and most of the other German submarines 
were out usually not more than five or six weeks, and 
then in port about three weeks. The service was not 
severe for Remy got leave as often as he cared to have it, 
and indeed it was deemed the height of good fortune by 
regular officers to be assigned to a submarine. The crew 
seemed happy and well fed. After making, I think, three 
round trips, they were entitled to the Iron Cross and to 
leave, which leave covered the duration of the stay of 
the submarine in port. They receive extra money and 
they get the best food in Germany; besides which, for 
every day that they submerge, both officers and men re- 
ceive extra money. For all of these reasons it is a popu- 



226 HISTORY OF TRANSPORT SERVICE 

lar service. On this trip of the 11-90 she arrived back at 
Wilhehnshaven the thirty-third day after leaving Kiel. 

On the trip we received news of German submarines 
being in American waters from the Radio Press. Remy 
was chagrined that he had not been allowed to go to 
America vaih. the U-90; he told me he had previously 
requested it. 

I was in my prison room on the Preussen two or three 
days. Twice I saw the Commanding Officer, who brought 
me a toothbrush and a comb. Remy came to see me twdce 
before he went on leave and gave me cigarettes. He also 
changed into German money a $5 bill which I had found 
on my clothes. I had him get me some toothpaste and a 
few other toilet articles. 

After the two visits from the Commanding Officer of 
the Preussen, I saw^ no more of him, and he apparently 
left my rationing and entertainment to my guards. Some- 
times they brought me food and sometimes they didn't. 
Practically all the time I had only sour black bread which 
was almost impossible to eat, and some warm water 
colored Tvdth Ersatz coffee, which ^ve afterwards found 
out was made of roasted acorns and barley. 

A PRISONER IN GERMANY 

Finally I was taken to the prison on shore, to what 
they call the Commandatur. I was escorted through the 
streets by a warrant officer wearing side arms and a 
guard of about four men. AVe landed from a launch and 
walked rapidly through the streets for about 45 minutes. 
At the Commandatur I was placed in a room which opened 
off a corridor. There was a guard in the corridor out- 
side of my door; the door was kept locked at all times 
and there was another giiard outside my window. The 
guards were armed with rifles which I noticed they kept 



ADVENTURES OF LT. ISAACS 227 

loaded. Here they searched me and took my identifica- 
tion tag. They also took my gun and left me my binocu- 
lars. Up to this time I had had my gun. On board the 
submarine I cleaned, oiled and loaded it, keeping it on 
Kemy's desk. 

I was in the prison at Wilhelmshaven two days. A 
naval officer visited me twice and questioned me. My 
food was the same as it had been on the Preussen. At 
5 o'clock the morning of the third day a young naval 
officer and two men came for me and took me to the sta- 
tion, where we boarded a train for Karlsruhe. It was 
then I realized how fortunate I was to have the $5 bill, 
for I had nothing to eat on the trip except a sandwich 
which the officer gave me from his lunch. However, at the 
station in Hanover he allowed me to buy a meal when he 
found that I had some money. We came by way of Han- 
over, Frankfort, Mannheil, to Karlsruhe. Near Wil- 
helmshaven there were large herds of Holstein cattle, 
apparently for the fleet. Those were about the only cat- 
tle in any numbers that I saw in all Germany. 

When we arrived at Karlsruhe, I was taken to what 
prisoners call the "Listening Hotel" and there turned 
over to the Army authorities. The procedure in this 
hotel is as follows : An officer is placed in a room alone ; 
the doors and windows are locked ; he cannot see outside, 
and he is in communication with no one. After a day 
of this he is placed with an officer who speaks the same 
language. In this room there are dictaphones hidden 
under tables, in chandeliers and in similar places. In 
this way the Germans try to get information of military 
value. 

My second day at this hotel I was placed with eight 
Frenchmen in another room, and on the third day in a 
room with three British officers. While we were there 
three dictaphones w^ere found by the officers, and little 



228 HISTORY OF TRANSPORT SERVICE 

time was lost in tearing them out and destroying them. 

On the fourth day I was sent to the officers' camp in 
the Zoological Gardens at Karlsruhe. Here I found 
about 20 Italians, 10 Serbs, 100 French and 50 British 
officers. xVniong this number were one French Naval 
officer by the name of Domiani and a British Warrant 
officer, who had also been ]->risoners on board U-boats. 
From them 1 got some valuable data which checked up 
with the infonnation I had picked up on board the U-90. 
This information I considered of importance to enable 
the Allies to locate and attack enemy submarines and I 
determined to escape. 

I was the only American at Karlsruhe, but the British 
and French treated me as one of themselves, and when 
they heard I intended to escape they provided me with 
maps, a compass, money and food. For two weeks I 
worked on plans for my escape. Two plans failed; the 
third (in which I was associated with some British and 
French officers) failed when a letter written by one of 
the French officers to a woman in Karlsruhe fell into the 
hands of the Commandant of the camp. The aviator 
had been in Karlsruhe before the Avar and had many 
friends there. Through one of the guards he had com- 
municated with one of these, a woman, and she had as- 
sisted in our plans. AMien the Connnandant found the 
letter he suspected a big camp delivery, so Berlin was 
notified immediately. 

The following day orders came from Berlin to clear 
the camp of all officers. In the forenoon all the British 
left except the aviators ; these were followed in the after- 
noon by all the aviators and the French officers. There 
then remained only a few Italians, some Serbian officers, 
two British generals and myself. 

I found the generals real live wires, and with one of 
them I made plans for a fresh attempt. We could not 



ADVENTURES OF LT. ISAACS 229 

try that nij?ht and anyway it looked as if we were to be 
left there indefinitely and so could wait for a better op- 
portunity. The following morning at G o'clock one 
of the interpreters woke me and told me to be ready to 
leave the camp in half an hour. I dressed and hid "my 
compass and maps as best I could in the short time, and 
passed through my search without anything being found. 

Upon entering and leaving a camp each officer is 
searched thoroughly. If any suspicion is aroused the 
officer is required to take off all his clothes and each 
garment is separately inspected, kneaded to see if the 
rustle of paper can be heard, and finally the hems are 
ripped open, gold stripes and insignia cut oif to see if a 
map or some other contraband is secreted within. Even 
the soles and heels of the shoes are cut off in their search 
— as happened in my case. 

I had no regret in leaving that camp for I felt that 
I could not be much worse off, and I might possibly find 
conditions better at the next camp. Besides, we consid- 
ered a journey the best time for attempting to escape. 
At Karlsruhe we had no breakfast. At noon we had 
soup made out of leaves, and a plate of black potatoes 
or horse carrots, or something similar. At night the 
same kind of soup again, and that was all, except the 240 
grammes of black bread which we received every day. 

At Karlsruhe I spent about three weeks and in all 
that time the soup was never changed. It was absolutely 
tasteless. It was hardly possible to exist on that ration, 
but the British and French Ked Cross Committees had 
enough food to considerably ameliorate conditions. The 
French Committee had orders from France to take care 
of Americans, and while they had very few supplies, I 
was given what they did have in like manner to their own 
countrymen. 

The morning I left Karlsruhe, I noticed that all the 



230 HISTORY OF TRANSPORT SERVICE 

Serbians and about 20 Frenchmen who had come in the 
night before, were also leaving camp. They were guarded 
by four sentries. I had two. I was marched through 
the town to the station and on to the train. The guards 
then told me we were bound for Villingen and would 
get there about 3:00 P. M. I saw a time table and 
planned to jump from the train at the first opportunity, 
but preferably as far south as possible in order not to 
have so far to walk to reach the S^viss frontier. But 
never once had I the least opportunity of breaking from 
the guards. They sat on either side of me with their 
guns (which were loaded) pointed at me at all times. 
Finally we were only a few miles from Villingen, the 
train had already reached and passed the crest of the 
mountains and was on the do^Ti grade making good 
speed. I knew it had to be now or not at all. So watch- 
ing my chance I caught one guard half dozing and the 
other with his head turned in the other direction, and 
jumping past them I dove for the window. It was very 
small, probably 18x24 inches. On the outside of the car 
there was nothing to land on so I simply fell to the 
ground. Just as I disappeared, the guards who had been 
wondering what it all was about, jumped to their feet 
with a shout and pulled the bell cord. The train came 
to a stop about 300 yards farther on. 

In the meantime I had landed on the second railway 
track. The ties were of steel and in falling I struck my 
head on one and was stunned for a few seconds. But 
the injury that did the damage was to my knees which 
struck another tie and were cut so badly that I could not 
bend them. I struggled to my feet and tried to shuffle 
off towards the hills and forest a few hundred yards 
away. But by this time the guards were out of the train 
and firing at me. I kept on going as long as I could, 
and then turned around and found that the guards were 



ADVENTURES OF LT. ISAACS 231 

only 75 yards away, so I held up my hands as a sign that 
I surrendered. One of the guards had just fired. The 
shot passed between my hat and shoulder, and had they 
continued firing they must surely have hit me. When I 
turned they were on me in a few seconds. The first 
guard beat me with the butt of his rifle as I half lay and 
half sat on the side of the hill. I remember rolling down 
hill, gaining additional impetus from their boots. They 
kicked me until I got up, and when I was up they knocked 
me down again with their guns. I noticed many people 
working in the fields who came over to look on. Finally 
in knocking me down the seventh or eighth time one of 
the guards struck me and his gnin broke in two at the small 
of the stock. Villingen was about five miles away. They 
marched me down the road at as near double time as I 
could make shuffling along. They were beating and kick- 
ing me continuously. We finally arrived at the prison 
camp and I collapsed on the guardhouse porch. I was 
greeted by the Commandant, a porkish looking individual 
and typically Prussian, who bellowed at me in German 
that if I attempted to escape again I would be shot. An 
interpreter told me what he said. They sent for the 
German doctor and he bandaged me from head to foot 
with the paper bandages they use. 

Then I was put on a bed in one of the guardhouse 
cells. For three days I could not move and the vermin 
that infected the place made it almost unbearable. Later, 
when I had recuperated enough to move my arms and 
upper body, I was able to keep most of the vermin away 
while I was awake. My body was covered with large red 
eruptions, for the German fleas are as poisonous as Ger- 
man propaganda. 

About my sixth day in the cell, I was given a court- 
martial, or at least I would call it such. There were 
three officers, and after questioning me they decided that 



232 HISTORY OF TRANSPORT SERVICE 

I should be given two weeks ' solitary confinement in my 
cell. They never stopped the food and books that the 
American officers sent in to me, so I was not so badly off 
as I might have been. When I came out of the cell, how- 
ever, I weighed only 120 pounds — I had lost 30. 

Thereupon I began to consider fresh plans for escape. 
Thanks to Red Cross food, I built up and got myself 
in good physical trim. Three plans failed due to treach- 
ery. There must have been some spies among the Rus- 
sian officers, who gave our plans to the Germans. We 
were very much handicapped there because all the or- 
derlies were Russian and the Russian officers themselves 
included every variety from the reg-ulars captured in 1914 
to some Bolsheviki. We could trust no one. Our own 
officers included more than 25 combatants, about 20 doc- 
tors and five merchant officers taken by the raider Wolf. 

At Villingen the food was practically the same as at 
Karlsruhe, probably a little better. At least we did not 
notice that it was so bad because we seldom ate it, having 
instead our regTilar parcels from the Red Cross. 

The Germans had finally decided to make Villingen 
an exclusively American camp. On October 7th all the 
Russian officers were to be shifted to the north of Ger- 
many. We knew that meant a thorough search for the 
follomng day. Once before we had undergone a search 
but fortunately the Germans were deceived by the ex- 
emplary conduct of the men in my barracks, and passed 
us by. I had a complete set of tools, over 100 large screws 
taken from all the doors in the camp, and four long chains 
made out of wire, which, a few days previously, had 
enclosed the tennis court. All these things were neces- 
sary in almost any plan of escape that we might devise, 
and I could not afford to lose them. In the other bar- 
racks they found several compasses, maps and other con- 
traband. On cne aviator they found a map sewed inside 



ADVENTURES OF LT. ISAACS 233 

the double seat of his trousers. This cost him six days' 
solitary confinement. But we had suffered one disaster 
in this search : that was the loss of our material for lad- 
der building which we had prepared out of bedslats after 
prolonged efforts. 

THE ESCAPE 

On Sunday, October 6tli, the day before the Russians 
were to leave camp, I called a meeting in my barracks 
of the 12 other officers whom I knew were interested in 
getting away. I insisted that we go that night. Our 
plan was to try and go over or cut through the fences 
in different parts of the yard simultaneously. We di- 
vided up into four teams. I had the first team, consisting 
of two aviators and myself; Major Brown the second 
team, consisting of one of the aviators and two infantry 
officers; Lieutenant Willis of the Lafayette Escadrille 
the third team, consisting of three other aviators; the 
fourth team was composed of two aviators who decided 
to go at the last minute. 

The defensive works of the camp consisted first of the 
barred windows in the barracks, which ran along parallel 
to the outer fences ; then a ditch filled with barbed wire 
and surmounted by a four-foot barbed wire fence. This 
was about eight feet outside the line of barracks. About 
seven feet outside the ditch was the last artificial defense 
— a barbed wire fence about eight or ten feet high with 
top wires curved inward out of the vertical plane of the 
rest of the fence. This was to prevent any one from 
climbing up and over, which would have been simple 
with a fence straight up and down. Outside the outer 
fence was a line of sentries about one for every 30 yards, 
and inside the yard there were two sentries who patrolled 
at their discretion. 



234 HISTORY OF TRANSPORT SERVICE 

The plan of tlio first team was to cut the iron grating 
of the window in my barracks and launch a bridge 
through the opening out to the top of the outer barbed 
wire fence. We were to then crawl along the bridge and 
drop down outside the ^vdre. The second team had wire 
cutters and were to cut through the outer ^^^lre. The 
third team were to go out of the main gate with the guard 
off duty when it rushed out in pursuit of the other teams. 
The fourth team were to build a small ladder and climb 
over the outer fence. 

At 10 :30 the barracks lights were turned out as usual. 
Shortly aftenvards the signal was given and a team con- 
sisting of doctors threw the chains and short circuited all 
the lighting circuits in the camp. 

I have never been able to find out how the other teams 
fared, except to know that Willis' of the third team and 
one of the fourth team got out of the camp. My team 
was more successful. The night before one of the offi- 
cers and I stole out to the tennis court and brought into 
my barracks the two long wooden battens used as mark- 
ers. We hid them under the beds. They were about 2i/2 
inches wide, one inch thick and were 18 feet long. I had 
had my eye on them for a long time because they were 
the only things in the camp to reach from the window 
ledge to the outer barbed wire fence. They were very 
light and of course would not hold any weight, but I had 
a plan to remedy that. Two Army officers who did not 
care to go were to launch the bridge through the window 
to the outer fence, leaving the three-foot overlap on the 
inboard side. When we crawled over the bridge they 
would then put their weight on the ends that overlapped 
and this would neutralize the great bending moment at 
the middle of the span. 

I had stolen Eed Cross food boxes and with the boards 
from these I made little flats which when screwed to the 



ADVENTURES OF LT. ISAACS 235 

long battens (nailing would have attracted the guards) 
would make a very passable bridge. In the afternoon one 
of my team and I cut and filed the grating in my window. 
It had to be done when the guards were at the end of their 
beats outside, but we finally finished by dark. After last 
muster at 7 :00 P. M. we began on the bridge and finished 
it by 10:00 o'clock. I then blackened it with shoe black- 
ing so it would not appear white in the darkness. 

As the lights went out the bridge w^as thrown across 
and the smallest in the team of three crawled out. I was 
second and the heaviest man third. When the bridge 
struck the outer fence, the nearest guards ran to the spot 
singing out: ''Halt! Halt!" As the first man reached 
the end of the bridge and dropped to the ground outside, 
I was beside him before he could straighten up and coach- 
ing him I dashed past the guards, who were then within 
a few feet of us preparing to fire. As we passed them 
they fired and the flash of the gun on my right almost 
scorched my hair. Then I heard the third man jump 
to the ground. We continued to run directly away from 
the camp and the whole side opened fire. Although the 
bullets were singing all around us, we were not hit. By 
our thus drawing fire, the other teams had a fine oppor- 
tunity to cut their way out. 

A few minutes later the guard of about 40 men sleep- 
ing in the guardhouse rushed out of the main gate in 
answer to the firing, and Willis came out with them, was 
fired on, but finally kept his rendezvous with me about 
two miles away. Knowing that in a few minutes the bat- 
talion of at least 300 men, together with hounds, would 
be on our trail, we headed across country and put several 
miles between us and the camp. We continued thus for 
six days and nights, walking mostly in the night time, 
never on roads and bridges, wliich are patrolled, but 



236 HISTORY OF TRANSPORT SERVICE 

through the rivers, fields and mountains, and finally on 
the seventh night we came to the Rhine. 

We had travelled about 120 miles, although the dis- 
tance as the crow flies is perhaps only about 40 miles. We 
had a little food in our pockets, but lived mostly on the 
raw vegetables in the fields. When we came to the Rhine 
we spent about four hours trying to get past the sentries, 
and finally had to crawl the last half mile on our hands 
and knees dovni the bed of a mountain creek. 

About 2 :00 A. M., Sunday, October 13, we were crouch- 
ing in the water at the moufh of this creek where it flows 
into the Rhine. The hardest fight was still before us. 
In whispers we discussed the next move and then took 
off most of our clothes. As we stepped farther out, the 
current caught us and swept us away. The stream at 
this point is 200 meters mde and has a current of 12 
kilometers an hour. The water was like ice, but when I 
had been carried to the center of the stream I couldn't 
get out. After fighting for ten minutes, I made one last 
effort and managed to get past the worst of the center, 
and then just as the last of my strength had gone my feet 
touched the rocks. 

I was then in Switzerland. After a rest I crawled up 
the bank and in a few minutes found a house, where I 
was taken in and put to bed. The next morning I was 
turned over to the gendarmes. They had also located 
Willis in a house about three miles further down, where 
he found himself after his swim. 

The Swiss were elated when they heard we were 
Americans. They took us to Berne and turned us over 
to the American Legation on October 15th, where we were 
provided with passports. While there we were inter- 
viewed by the American Commission for the exchange of 
prisoners of war. We borrowed money from the Ameri- 
can Red Cross and proceeded to Paris and there awaited 



ADVENTURES OF LT. ISAACS 237 

orders from October 18th to 21st. I was ordered to 
London, where I had asked to be sent, arrived October 
23rd, and reported to Vice Admiral Sims, to whom I 
gave my information in the form of a detailed report. 
The British Admiralty kept me for three days and it was 
November 2nd before I left England, being then ordered 
to report to the Bureau of Navigation, Washington, 
D. C, where I arrived November 11, 1918. 



APPENDICES 



240 HISTORY OF TRANSPORT SERVICE 

TABLE A 

ORGANIZATION, CRUISER AND TRANSPORT FORCE, 
UNITED STATES ATLANTIC FLEET, July 1, 1916 

Rear Admiral Albert Cleaves, Commander 

CRUISER FORCE 

SQUADRON ONE (Rear Admiral Albert Cleaves) 

Di\nsi<)n ONE Division TWO Division THREE Special Duty 

SEATTLE (Flag) SOUTH DAKOTA COLUIVIHLV Division 

NORTH (CAROLINA PUEBLO MINNEAPOLIS NIAGARA 

MONTANA FREDERICK DE KALB DUBUQUE 

HUNTINGTON SAN DIEGO VON STEUBEN 

SQUADRON TWO (Rear Admiral Marbury Johnston) 

Division FOUR Division FIVE Division SIX 
(Rear Admiral H. P. Jones) 

SIALIA (Flag) ISIS (Flag) ALBANY 

CHARLESTON DENVER NEW ORLEANS 

ST. LOUS GALVESTON TACOMA 

ROCHESTER CLEVELAND CHATTANOOGA 

OLYMPIA DES MOINES 

FRENCH MEN-OF-WAR OPERATING WITH CRUISER FORCE 
(Rear Admiral Grout) 
GLOIRE (Flagship) MARSEILLAISE DU PETIT THOUARS 

TRANSPORT FORCE 

NEW YORK DIVISION (Rear Admiral Albert Cleaves) 

AGAMEMNON LENAPE ORIZABA 

AMERICA LENTATHAN PLATTSBURG 

CALAMAUES LOIISVILLE PRESIDENT GRANT 

FINLAND MALLORY PRINCESS MATOIKA 

GEORGE WASHINGTON MANCHURIA RIJNDAM 

GREAT NORTHERN MATSONIA SIBONEY 

HANCOCK MAUI SIERRA 

HARRISBIRG MONGOLIA ST. PAUL 

HENDERSON MOUNT VERNON WILHELMINA 

KROONLAND NORTHERN PACIFIC 

NEWPORT NEWS DIVISION (Rear Admiral H. P. Jones) 
AEOLUS MARTHA WASHINGTON POWHATAN 

ANTIGONE MERCIRY SUSQIEHANNA 

HURON PASTORES TENADORES 

MADAW^ASKA POCAHONTAS ZEELANDIA 

FOREIGN VESSELS OPERATING WITH TRANSPORT FORCE 
NEWPORT NEWS DIVISION 
AMERICA DANTE ALIGHIERI FRANCE PATRIA 

CASERTA DUCA DEGLI ABRUZZI KURSK RE DITALIA 

CZAR DUCA D'AOSTA LUTETIA SOBRAL 

CZARITZA 



APPENDIX: TABLE B 



)241 



TABLE B 

Report by Months of Transport and Escort Duty Performed by U. S. and 
Foreign Navies up to Signing of the Armistice 





^ 




-fi 


a. 


J3 a 




u, 


'A 




vi w 


^^ 


*C 




p 


CO 7:1 
-3 23 


If 

■3 'f) 


P'T! 




pl 


-^"^ 




-S^ 


« 9 




'U at 




^ a 
^ 2 
.liH 


. a 
o a 




o 




Sis 

•o.2 




o s, 
"^1 


1917 




^H 




d 






C3 


o 


May 








508 


2 








1035 


3 


June 


8855 


9 


1080 


1 








5156 


8 


July 


5281 


8 


7299 


6 














AufT. 


4.'51() 





1 1890 


7 








1109 


2 


Sept. 


13917 


15 


19671 


12 














Oct. 


25098 


14 


13013 


9 














Nov. 


9988 


9 


10(i69 


7 








1235 


2 


Dec. 


37445 


IG 


11370 


9 














1918 


















Jan. 


25fi62 


16 


20514 


9 














l'\-b. 


39977 


17 


9259 


4 














Mar. 


58278 


26 


27026 


14 








1 


1 


Apr. 


(57553 


27 


47362 


20 


2626 


2 


737 


11 


May 


9G273 


33 


133795 


75 


12127 


6 


3288 


22 


June 


115256 


36 


140172 


70 


14465 


7 


6003 


11 


July 


108445 


33 


175526 


89 


11502 


7 


4020 


13 


Aug. 


ncioi 


36 


137745 


74 


9376 


(> 


8495 


15 


Sept. 


107025 


35 


134576 


69 


7052 


4 


5511 


18 


Oct. 


72092 


43 


94214 


57 


11098 


7 


4709 


17 


To 


















Nov. 11 


1191 


9 


10698 


12 








235 


3 


Grand 


















Total 


911047 


388 


1006987 


546 


68246 


39 


41534 


126 



242 HISTORY OF TRANSPORT SERVICE 
TABLE B [Continued] 

Report bt Months of Tr.vnsport and Escort Duty Performed by U. S. and 
Foreign Navies up to Signing of the AnansTicE 





4) Co 


on 

a. 
13 


S. Navy 
nd by 


. Trans- 
er U. S. 
led 


1 




_ a 

6'^ 


■B 






"O a 




;d by U. 
isports a 
er U. S. 


' U. S. N 
and Oth( 
Ihips Sail 




13 


-a 


^ 1=" 


1917 




6 


'Us 




15 


1 

e5 






- 2 


May 








1085 


8 


1548 


5 


67 


S3 





June 








14011 


17 


15091 


18 


59 


6.5 





July 


296 


1 


5281 


8 


12776 


15 


41 


57 





Aug. 


2094 


2 


5419 


8 


19408 


17 


22 


61 





Sept. 








18917 


15 


88588 


27 


41 


59 





Oct. 


1916 


1 


25098 


14 


40027 


24 


62.5 


32.5 





Nov. 


1830 


1 


11228 


11 


28722 


19 


41.5 


46 





Dec. 








87445 


16 


48815 


25 


77 


23 





1918 




















Jan. 


1870 


1 


25662 


16 


48055 


26 


53 


42.5 





Feb. 


8 


1 


39977 


17 


49239 


22 


81.5 


18.5 





Mar. 


1805 


4 


56279 


27 


85710 


45 


05 


33 





Apr. 


1704 


5 


68290 


38 


120072 


63 


56 


39.5 


2 


May 


2^81 


5 


99561 


55 


247714 


141 


39 


5S.5 


5 


June 


4538 


i 


121259 


47 


280484 


128 


41 . 25 


50 


5 


July 


11866 


5 


112465 


46 


811859 


147 


35 


56.5 


3.5 


Aug. 


14858 


9 


124896 


51 


286875 


140 


41 


48 


3 


Sept. 


5506 


8 


112586 


58 


259670 


129 


41 


5i 


3 


Oct. 


1950 


8 


76801 


60 


184063 


127 


39 


51 


6 


To 




















Nov. 11 








1426 


12 


12124 


24 


10 


88 





Grand 




















Total 


52066 


43 


952581 


514 


2079880 


1142 


43.75 


48.25 


3 



APPENDIX: TABLE B 



243 



TABLE B [Completed\ 



Report by Moxths of Transport and Escort Duty Performed by U. S. and 
Foreign Navies up to Signing of the Armistice 





1 















u 







on 




5 s. 


0%6 




H 


w 


w 


w 




■s 




-a . 


■5 a.- 


-^ . 
•lit 


u 


"C 



a 


u 




1) 


1 


1917 


St) 
U 


&5 


6&i 


11 
a 
'•-1 


1) 
-a 
a 




a 


a 
Ji5 


a 


May 








67 


258 


1285 





17 


83 





June 


34.5 





93.5 


15032 


59 





99 


1 





July 





2 


41 


10063 


2566 


247 


78.5 


20 


15 


Aug. 


6 


11 


28 


12259 


4129 


3015 


63 


21 


16 


Sept. 








41 


1743^ 


12898 


3258 


51.5 


39 


9.5 


Oct. 





.5 


62.5 


36893 


3134 





92.5 


7.5 





Nov. 


4.5 


8 


46 


13246 


10476 





56.5 


43.5 





Dec. 








77 


42783 


6032 





87.5 


12.5 





1918 




















Jan. 





4.5 


53 


35827 


12228 





75 


25 





Feb. 








81.5 


48795 


444 





99 


1 





Mar. 





2 


05 


73095 


12615 





85 


15 





Apr. 


1 


1.5 


57 


91308 


28764 





75.5 


24.5 





May 


1.5 


1 


40 . 5 


220463 


26652 


599 


88.5 


11 


.5 


June 


2.25 


1.5 


43.5 


241G31 


30912 


4891 


87.5 


11 


1.5 


July 


1 


4 


36 


258332 


46329 


0698 


83 


15 


2 


Aug. 


3 


5 


44 


237920 


22572 


25883 


83 


8 


9 


Sept. 


2 


2 


43 


224298 


20681 


14691 


86 


8 


6 


Oct. 


3 


1 


42 


130274 


51454 


2335 


70.5 


28.5 


1 


To 




















Nov. 11 


2 





12 


7451 


4673 





61.75 


38.25 





Grand 




















Total 


2.5 


2.5 


46.25 


1720360 


297903 


61617 


82.75 


14.125 


3.125 



244 HISTORY OF TRANSPORT SERVICE 

TABLE C 

Report by Months of Transport Duty Performed by U. S. Navy and All 

Other Ships, U. S. and Foreign, in Returning Troops and Other 

Passengers to U. S. Prior to Signing op Armistice 





V 


^ 




t, 0) 






tH 9 


V 




aj o 




•3 


t" 4-) 


All 0th 

S. and 
gu 


-a 


bo 


a 






X! „ o 


Oc^ 




•r 0) 


2 


^2 


^S,p^ 


3^ 


5-' r^ 


uo 






.a;:a 


H 


UT3 


^^ 




^§ 


ai 




S5§ 




1917 












May- 












June 












July 












August 












September 












October 


41 


6 


47 


87.3 


12.7 


November 


37 




37 


100 




December 












1918 












January 


66 


1 


67 


98.6 


1.4 


February 


£74 


86 


360 


76 


24 


March 


402 


86 


488 


82.3 


17.7 


April 


508 


46 


554 


91.7 


8.3 


May 


544 


39 


583 


93.3 


6.7 


June 


308 


101 


469 


78.4 


21.6 


July 


946 


23 


969 


97.6 


2.4 


August 


1920 


67 


1987 


96.6 


3.4 


September 


1710 


56 


1766 


97 


8 


October 


8436 


306 


3742 


91.8 


8.2 


To Nov. 11 


959 


183 


1142 


84 


16 


Total 


11211 


1000 


12211 


91.8 


8.2 



APPENDIX: TABLE D 



245 



TABLE D 



Report by Months of Transport Duty Performed by U. S. Navy and All 

Other Ships, U. S. and Foreign, in Returning Troops and Other 

Passengers to U. S. Since Signing of Armistice 





,^ 


U 




t. o 






%* ^ 


o 








I 


OT 


y All Oth 

.'. S. and 
reign 


T3 




S 


i-r( 


r— C 


-a "^ 






r^ 


O ^ 


^3 a,^^ 


*^< 


T ^-^ 


uo 






II 


o 








O fl 


03 




V 'O ^ 






CS 


U 




C-N s 




1918 












From Nov. 11 


7G89 


508 


8197 


93.9 


6.1 


December 


47228 


22861 


70089 


67.2 


32.8 


1919 












January 


97039 


23097 


120136 


80.8 


19.2 


February 


96368 


44463 


140831 


68.3 


37.7 


March 


165312 


42049 


207361 


79.7 


20.3 


April 


21.3697 


30806 


274503 


88.8 


11.2 


May 


278600 


34610 


313210 


89.0 


11.0 


June 


314167 


20779 


340946 


92.0 


8.0 


July 


268049 


27162 


295211 


90.8 


6.2 


August 


112694 


2127 


114821 


98.0 


2.0 


September 


44890 


2961 


47851 


93.8 


6.2 


Total 


1675733 


257423 


1933156 


86.7 


13.3 



246 HISTORY OF TRAXSPORT SERVICE 



TABLE 
RECORD OF SHIPS OF THEil 

Complete List of All V. S. Naval Tr.\nsports and U. S. Battleships and 
THE Dates of June 14, 1917, and October 1, 1919, Which 

THE Cruiser and 

The following Naral TransporU were used in transporting troops to and from France 

employed in transporting 









m2 


»2 


Voyages Made 


Prior 








a u 


•|s 


to Signing of Armistice 








'to 


>-..j-< 














4 


Name of Ship 
Date Placed in Commission 


□ 
1 


^ a 
£■'■5 




a V 
J 5 


?.1 




2 


or Attached to Force 
Type of Vessel 


"3, 

(5 


■5 ^ 


it 
11 






3 s 
|tfW 

III 








oS- 


^i- 


3 <a 


|3 


^s 








u 


^y 


2; 


^^ 


*J OB 

H 


1 


Aeolus 
Aug. 4-17, Ex-German 


22000 


2800 


3500 


8 


24770 


400 


2 


Agamemnon 

Aug. 21-17, Ex-German 


30000 


3400 


5800 


10 


36097 


214 


8 


America 
Aug. 6-17, Ex-German 


41500 


4000 


7000 


9 


39768 


168 


4 


Antigone 

Sept. 5-17, Ex-German 


15000 


2000 


3500 


8 


16526 


101 


5 


Calamares 

Apr. 9-18, Am-Passenger 


10000 


1400 


2200 


5 


7657 





6 


Covington 

July 28-17, Ex-German 


41500 


8400 


4100 


6 


21628 





7 


De Kalb (Aux. Cruiser) 
May 12-17, Ex-German 


14280 


800 


1600 


11 


11334 


43 


8 


Finland 
Apr. 26-18, Am-Passenger 


22000 


3500 


3800 


5 


12654 


16 


9 


Geo. Washington 

Sept. 6-17, Ex-German 


39435 


5600 


6500 


9 


48373 


484 


10 


Great Northern 

Nov. 1-17, Am-Passenger 


14000 


2800 


3300 


10 


28248 


677 


11 


Hancock 

Marine Transport 


10000 


1000 


1000 


2 


1438 





12 


Harrisburg 

May 29-18, Am-Passenger 


15000 


2100 


2600 


4 


9855 





13 


Henderson 

May 24-17, Marine Transp. 


10000 


1800 


2500 


10 


16352 


112 


14 


Huron 

July 25-17, Ex-German 


15000 


2300 


3400 


8 


20871 


67 


15 


K. der Nederlanden 

Apr. 4-18, Dutch Chart Vd 


13600 


2200 


2200 


3 


6283 





16 


Kroonland 

Apr. 25-18, Am-Passenger 


22000 


3300 


3800 


5 


14125 


77 


17 


Lenape 

Apr. 24-17, Am-Passenger 


7000 


1200 


1900 


6 


8975 






APPENDIX: TABLE E 



247 



E 

CRUISER AND TRANSPORT FORCE 

Cruisers Engaged in Transporting Troops to and from France between 
Were Operated under the Command of the Commander of 
Transport Force 

during the War and continued in service after the Armistice was signed and were 
troops back from France 



Voyages Made from Signing 








of Arff 


istice to Oct. 1, 1919 










■< TJ 


<'S 


Final Disposition 


a ^ 

3T3 


"o t 


. a 


•S5| 


l-^t 


Date of Arrival in U. S. on 






fc- !> 


1^ 


au a 

3 w 


Last Voyage as a Transport 
Date Placed out of Commission 


E 2 


3 atW 


3 S a 


51 


•3 3' 


or Transferred from Force 


;l^ 


3| 




4J 

e2^ 


IS 




7 


182 


22080 


5018 


47432 


Shipping Board 

Sept. 5-19— Sept. 5-19 


9 


1782 


41179 


4425 


78249 


Army Transport Service 
Aug. 18-19— Aug. 27-19 


8 


42 


46823 


4668 


86801 


Army Transport Service 
Sept. 15- 19— Sept. 26-19 


8 


13 


22065 


4150 


38705 


Army Transport Service 
Sept. 15-19— Sept. 24-19 


5 


41 


10113 


21 


17821 


United Fruit Co. 

Aug. 17-19— Aug. 19-19 














21628 


Torpedoed and simk, July 1, 1918 


8 


1 


8949 


3868 


20332 


Shipping Board 

Sept. 5-19— Sept. 6-19 


8 


11 


27762 


4435 


40443 


Inter. Mercantile Marine 
Sept. 4-19— Sept. 4-19 


9 


351 


34142 


5085 


83350 




8 


2308 


22852 


5522 


54085 


Army Transport Service 
Aug. 8-19— Aug. 15-19 














1438 


June 4-18— Sept. 7-19 


6 


624 


14140 


2808 


24619 


Inter. Mercantile Marine 
Aug. 28-19— Aug. 11-19 


6 


822 


8606 


4284 


25892 


Aug. 25-19— Sept. 12-19 


7 


138 


20582 


1546 


41658 


Shipping Board 

Aug. 23-19— Aug. 25-19 


6 





11339 


1296 


17622 


Dutch Government 

Aug. 19-19— Aug. 19-19 


8 


22 


23598 


2554 


37822 


Shipping Board 

Sept. 10-19— Sept. 13-19 











8 


8975 


United Fruit Co. 

Sept. 3-18— Oct. 29-18 



248 HISTORY OF TRANSPORT SERVICE 



TABLE E 
RECORD OF SHIPS OF THE 











M 2 


Voy 


Eiges Made Prior 








^i 


.9 « 


to Signing of Armistice 




















_^ 


, 


i 


Name of Ship 

Date Placed in Commission 
or Attached to Force 

Type of Vessel 


1 


6^ 


as 
'5 rt 


a 2 


SO §" 
■§23 

^1 = 










oi- 


^i- 


<5 


33 


^- a.i3 








u 


^y 




1" 


■3 


18 


Leviathan 

July 25-17, Ex-German 


69000 


9000 


12000 


10 


96804 


650 


19 


Louisville 

Apr. 27-18, Am-Passenger 


14000 


2300 


2500 


4 


9247 


14 


20 


Madawaska 

Aug. 27-17, Ex-German 


15000 


2000 


2800 


9 


17931 


21 


21 


H. R. Mallory 

Apr. 17-18, Am-Passenger 


11000 


1800 


2000 


6 


9756 





22 


Manchuria 

Apr. 25-18, Am-Passenger 


26500 


3500 


4800 


4 


14491 


16 


23 


Martha Washington 
Jan. 2-18, Ex-German 


14500 


2800 


3400 


8 


22311 


185 


24 


Matsonia 

March 1-18, Am-Passenger 


17000 


2300 


3400 


6 


13329 


10 


25 


Maui 

March 6-18, Am-Passenger 


17500 


3500 


3800 


4 


11042 


11 


26 


Mercury 

Aug. 3-17, Ex-German 


16000 


2900 


3200 


7 


18542 


20 


27 


Mongolia 

May 8-18, Am-Passenger 


20695 


3700 


4700 


5 


19013 


24 


28 


Mount Vernon 

July 28-17, Ex-German 


32130 


3100 


5800 


9 


33692 


86 


29 


Northern Pacific 

Nov. 1-17, Am-Passenger 


12500 


2400 


2800 


9 


20711 


38 


30 


Orizaba 

May 27-18, Am-Passenger 


13000 


3100 


4100 


6 


15712 


16 


31 


Pastorcs 

May 6-18, Am-Passenger 


13000 


1600 


2100 


6 


9928 


99 


32 


Plattsburg 

May 25-18, Am-Passenger 


10000 


2300 


2600 


4 


8776 


411 


33 


Pocahontas 

July 25-17, Ex-German 


14500 


2400 


2900 


9 


20503 


221 


34 


Powhatan 

Aug. 16-17, Ex-German 


17000 


1800 


3100 


7 


14613 


46 


35 


I*res. Grant 

Aug. 2-17, Ex-German 


33000 


4800 


5900 


8 


39974 





36 


Pres. Lincoln 

July 25-17, Ex-German 


29000 


3800 


4700 


5 


20143 





37 


Princess Matoika 

May 27-18, Ex-German 


17500 


3500 


3900 


6 


21216 


206 


38 


Rijndam 

May 1-18, Dutch Chart'r'd 


22070 


3100 


3700 


6 


17913 


439 



APPENDIX: TABLE E 



249 



[Continued] 

CRUISER AND TRANSPORT FORCE 



Voyages Made from Signing 








of Armistice to Oc 


. 1, 1919 


"Sa 


Jt3 






<-3 


<t 


Final Disposition 


S " 


«*-*c 


a 


*o i5 5i 


^'^ £ 


Date of Arrival in U. S. on 


O r. 




°5 £. 

u o o 


^ 3 Q« 

S«2 

a^w 


au a 

3 ^ O 


Last Voyage as a Transport 
Date Placed out of Commission 


t."3 


3 OJ ra 


12: ■§ 


^gi 


or Transferred from Force 


^ 3 

a 2 


^ So 


•^ a 
■3 2 


c3 a 




1== 


1517 


tl 


^ o 


%t 




9 


93746 


10913 


192753 


Shipping Board 












Sept. 8-19— Sept. 9-19 


7 


16G 


14823 


1538 


24250 


Inter. Mercantile Marine 
Aug. 20-19— Aug. 20-19 


7 


7 


16978 


2287 


34937 


Army Transport Service 
Aug. 23-19— Sept. 2-19 


7 


2 


12143 


2371 


21901 


Mallory S. S. Co. 

Aug. 29-19— Aug. 30-19 


9 


232 


39501 


6186 


54230 


Atlantic Transport Co. 
Aug. 25-19— Aug. 29-19 


8 


127 


19201 


987 


41824 


July 27-19 


8 


237 


23321 


853 


36895 


Matsoa Navigation Co. 
Aug. 20-19— Aug. 21-19 


8 


3 


25217 


8184 


36273 


Matson Navigation Co. 
Aug. 17-19— Aug. 18-19 


8 


30 


20871 


510 


39463 


Army Transport Service 
Sept. 19-19— Sept. 27-19 


8 


487 


34813 


2707 


54337 


Atlantic Transport Co. 
Aug. 9-19— Aug. 18-19 


8 


125 


42500 


4015 


76402 


Army Transport Service 
Sept. 11-19— Sept. 29-19 


4 





8117 


5895 


28866 


Army Transport Service 
Aug. 12-19— Aug. 21-19 


9 


16 


31705 


2933 


47449 


Army Transport Service 
Aug. 30-19— Sept. 4-19 


8 





14000 


4597 


24027 


Shipping Board 

Aug. 30-19— Aug. 30-19 


7 


509 


14634 


2956 


24330 


Inter. Mercantile Marine 
Aug. 29-19— Aug. 29-19 


9 


1715 


20693 


1382 


43141 




6 


46 


15392 


1880 


30087 


Army Transport Service 
Aug. 23-19— Sept. 2-19 


8 


130 


37025 


3301 


77129 


Army Transport Service 
Sept. 22-19— Oct. 6-19 











9 


20143 


Torpedoed and sunk. May 31, 
1918 


8 


2015 


24859 


5251 


48296 


Army Transport Service 
Sept. 10-19— Sept. 16-19 


7 


5 


20972 


4465 


39329 


Dutch Government 












Aug. 4-19— Aug. 4-19 



250 


HISTORY OF TRANSPORT SERVICE 










TABLE B 




RECORD OF SHIPS OF THE 








«, 


MS 


Voyages Made Prior 








a S 


a V 

30 

U M 

n 

Hi 

a -3 


to Signing of Armistice 




Name of Ship 

Date Placed in Commission 
or Attached to Force 

Type of Vessel 


a 
I 


SO 

O 3 

£■5 

"3 >» 

a.li 
Is a 




i 


3-a 

^a 
a £ 


a s = 


= s a 

Z to 








6^ 


h-i CO 


3 « 


33 

oft. 
H 



H 


89 


Siboney 

Apr. 8-18, Am-Passenger 


11250 


3100 


4000 


7 


20219 


11 


40 


Sierra 

July 1-18, Am-Passenger 


10000 


1500 


1700 


1 


1712 





41 


Susquehanna 

Sept. 5-17, Ex-German 


16950 


2200 


3300 


8 


18345 





42 


Tenadores 

Apr. 17-18, Am-Passenger 


10000 


1200 


1200 


13 


15698 


a 


43 


Von Steuben 

June 9-17, Ex-German 


22000 


1200 


2900 


9 


14347 


21 


44 


Wilhelmina 

Jan. 26-18, Am-Passenger 


13500 


. 18O0 


2100 


6 


11053 


90 


45 


Zeelandia 
Apr. 3-18, Dutch Chart'r'd 


1^50 


1800 


3000 


5 


8349 


8 




Total 


879860 


122100 


161100 


306 


8703!£4 


5051 



BATTLESHIPS AND CRUISERS. 











602 


Voj 


ages Made Prior 










•2S 


to Signing of Armistice 




Nam'e of Ship 
Date Attached to Force or 


a 


B..2 


U 60 

c-9 










a 0) 


<.1 


"0 3 1 


V 


Readiness for 




%% 


£^ 


£ 

■al 


. =3 c. 




Transporting Troops 
Type of Vessel 


"a. 
Q 


^1 
a >> 

:§>3 


a -3 

■5 e. 


S3U £ 

J2 ry, 3 

a £« 










03 




1^ 


53 


"3^ 


46 


Charleston 

Jan. 17-17, Cruiser 


10839 


1700 


1700 











47 


Connecticut 
Dec. 25-18, Battleship 


16000 


1000 


1300 











48 


Frederick 

Jan. 2-19, Cruiser 


13720 


1600 


1700 











49 


Georgia 

Dec. 10-18, Battleship 


14948 


900 


1400 











SO 


Huntington 


13720 


1700 


2000 













Dec. 14-18, Cruiser 















APPENDIX: TABLE E 



251 



Continued] 

:ruiser and transport force 



Voyages Made from Signing 


"O rt 






of Armistice to Oct. 1, 1919 


c a 

0] O 


^l 






^^ 


_^ 


Final Disposition 




-«i-d 


<^ 


en ^ 


Zt g- 




a „j 




^ a 


"Sao, 




Date of Arrival in U. S. on 


5-0 


a s = 


fc. 4; O 

3 OJ fl 

^S2 




a,i« 


Last Voyage as a Transport 
Date Placed out of Commission 


S1^ 


12; -a 


03 M)**- 


or Transferred from Force 


J2 3 


-^ §£ 


■^ a 
3§ 


;2§ 




^^ 


c3 a 
1^ 


■2 i 


fS^ 






10 


177 


34702 


5307 


55169 


Army Transport Service 
Sept. 2-19— Sept. 10-19 


8 


3 


10689 


2250 


12404 


Oceanic S. S. Co. 

Sept. 1-19— Sept, 1-19 


7 


1029 


15537 


2676 


34911 


Shipping Board 

Aug. 27-19— Aug. 29-19 


1 





1664 


226 


17370 


Stranded on rocks at St. Nazaire, 
Dec. 28, 1918 


8 


1187 


22025 


2253 


37580 


Army Transport Service 
Sept. 28-19— Oct. 13-19 


7 


8 


11577 


2610 


22723 


Matson Navigation Co. 
Aug. 6-19— Aug. 6-19 


7 


3170 


15737 


3549 


27344 


Dutch Government 

July 31-19— July 31-19 


304 


19275 


956672 


141779 


1850435 





;SED FOR RETURNING TROOPS 



Voyages Made from Signing 


~^ 






of Armistice to Oct. 1, 1919 


(S o 


S-o 










«- a 








<~3 


<'S 


Final Disposition 


n 1, 




a 


°5 a 


■o"a o 


Date of Arrival in U. S. on 


'^'- 




c| S. 


S1J2 




Last Voyage as a Transport 




S"0 o. 


^ii ° 






.2,2 




|-o« 


au a 


Date Placed out of Commission 




^"a 


z s^ 


or Transferred from Force 


a?. 


^ § = 


^gi 


3§ 






z 


1" 


-3 s"" 


^^ 


o % 




5 





7704 


34 


7704 


Returned to Fleet 

June 29-1^— July 2-19 


4 


1 


4861 


30 


4862 


Returned to Fleet 

June 22-19— June 23-19 


6 


2 


9659 


83 


9661 


Returned to Fleet 

July 12-19— July 14-19 


5 





5869 


58 


5869 


Returned to Fleet 

June 28-19— July 1-19 


6 





11913 


42 


11913 


Returned to Fleet 
July 5-19— July 8-19 



^252 HISTORY OF TRANSPORT SERVICE 



TABLE E 
RECORD OF SHIPS OF THE 

BATTLESHIPS AND CRUISERS 









t«i 


»£ 


Voyages Made 


Prior 1 








s 




to Signing of Armisticdl 




Name of Ship 


^ 


p 


ll 






« 






_ 


1 






u 


6^ 


Og, 


, 


<-a 


i 




Date Attached to Force or 


S 


a'-o 


§-l 


s« 


«-.S 


M'a 


i 


Readiness for 


s 


i^ 


03 


51 




■S£| 


Transporting Troops 


■3. 


^1 


Hi 


lI s 




t = l 










a; 


.£ X t- 


^ C 3 




Type of Vessel 


6 


-3 >, 
c.-S 


it 
11 


11 
a £ 












JS c. 


d & 


=3 -a 




<— Q*£l 








0^ 


^6 


7^ 


1"^ 


r 


51 


Kansas 

Dec. 10-18, Battleship 


16000 


1600 


1900 











52 


Louisiana 

Deo. 21-18, BattJeship 


15000 


900 


1400 











53 


Michigan 

Dec. 21-18, Battleship 


16000 


1000 


1000 











54 


^linnesota 

Feb. 25-19, Battleship 


16000 


1200 


1400 











55 


Missouri 

Mar. 6-19, Battleship 


12240 


700 


1000 











56 


Montana 

Jan. 12-19, Cruiser 


14375 


1300 


1500 











57 


Nebraska 

Dt>c. 28-18, Battleship 


16325 


1000 


1200 











5S 


New Hampshire 

Dec. 21-18, Battleship 


18664 


1000 


1300 











59 


New Jersey 
Dec. 28-18. Battleship 


14046 


1000 


1400 











60 


North Carolina 

Dec. 23-18, Cruiser 


14372 


1200 


1500 











61 


Ohio 

Feb. 4-19, Battleship 


14150 


700 


700 











62 


Pueblo 
Jan. 18-19, Cruiser 


13300 


1550 


1800 











63 


Rhode Island 

Dec. 17-18, Battleship 


14948 


900 


1100 











64 


Rochester 

Jan. 14-19, Cruiser 


8150 


300 


300 











65 


Seattle 

Dec. 21-18, Cruiser 


15000 


1500 


1600 











66 


South Carolina 

Feb. 18-19, Battleship 


16000 


1100 


1400 











67 


South Dakota 

Dec. 21-19, Cruiser 


14«X)0 


1600 


1800 











68 


St. Louis 
Dec. 18-18, Cruiser 


9700 


1300 


1400 











69 


Vermont 

Jan. 7-19, Battleship 


16000 


1000 


1200 











70 


Virginia 

Dec. 17-18, Battleship 


14980 


900 


1400 













Total 


35S477 


28650 


34400 i 












APPENDIX: TABLE E 



253 



[Continued] 

CRUISER AND TRANSPORT FORCE 

USED FOR RETURNING TROOPS 



Voyag( 


•3 Made from Signing 


■^ a 


•T3 




of Armistice to Oct. 1, 1919 


a a 


d 










• ii-d 


^1 






^^ 


r3_ 


Final Disposition 


, 


5t3 


<^ 


^S 


'°-a a. 




So, 


^ ^ 
^'^ 




^5^ 


X *- U 


Date of Arrival in U. S. on 


C 01 


° i: fu 

|S| 

-O en k> 

a s = 

3 ScW 


S '^ 2 

.cK 3 


St2 

.aOJ 3 


JD i-i D 


Last Voyage as a Transport 
Date Placed out of Commission 




3 fc,^ 


k5-o 


"3 S-is 


or Transferred from Force 




^|5 


^|i 


?3 


^s 




3 a 


-as 
1^ 




5 = 






5 





7486 


83 


7486 


Returned to Fleet 
June 27-19— July 1-19 


4 





4714 


29 


4714 


Returned to Fleet 

June 30-19— June 30-19 


2 





1052 


22 


1052 


Returned to Fleet 

Apr. 26-19— July 2-19 


3 





3955 


12 


3955 


Returned to Fleet 
July 21-19— July 29-19 


4 





3278 


14 


3278 


Returned to Fleet 

July 26-19— July 28-19 


6 


1 


8800 


29 


8801 


Returned to Fleet 

June 30-19— July 3-19 


4 


10 


4530 


47 


4540 


Returned to Fleet 

June 21-19— June 22-19 


4 


2 


4900 


14 


4902 


Returned to Fleet 

June 22-19— June 24-19 


4 





4675 


29 


4675 


Returned to Fleet 

June 7-19— June 9-19 


6 





8962 


15 


8962 


Returned to Fleet 
July 1-19— July 3-19 


1 





778 


8 


778 


Returned to Fleet 

Mar. 13-19— Mar. 15-19 


6 





10136 


33 


10136 


Returned to Fleet 

July 13-19— July 15-19 


5 





5303 


26 


5303 


Returned to Fleet 
July 4-19— July 6-19 


1 





317 





317 


Returned to Fleet 

Mar. 4-19— Mar. 4-19 


6 


1 


9397 


14 


9398 


Returned to Fleet 
July 4-19— July 6-19 


4 


1 


4501 


11 


4502 


Returned to Fleet 

July 26-19— July 28-19 


2 





3403 





3463 


Returned to Fleet 

July 19-19— July 20-29 


6 





8437 


- 22 


8437 


Returned to Fleet 

July 13-19— July 14-19 


4 





4795 


18 


4795 


Returned to Fleet 

June 20-19— June 22-19 


5 





5784 


18 


5784 


Returned to Fleet 
July 5-19— July 7-19 


108 


18 


145249 


681 


145287 





254 HISTORY OF TRANSPORT SERVICE 



TABLE E 
RECORD OF SHIPS OF THE 

MERCHANT SHIPS CONVERTED INTO TROOP TRANSPORTS 









MS 


m2 


Voyages Made 


Prior 








a S 


p u 


to Signing of Armistice 






*j 




so 














, 


d 


Name of Ship 
Date Placed in Commission 




i 


§1 


U to 

ft.S 
o-e 
£.3 


a V 


<1 


° 3 2 


or Attached to Force 
Tj-pe of Vessel 


as 

"a 






a 2 


a sw 


a" a 

3 E g 








6^ 


'Jg. 


3 S 


"^1 

.1-) n 


-3 3 








u 


•^u 




OOd 


e3 


71 


Alaskan 

Deo. 12-18, Am-Cargo 


8000 


2100 


2300 











72 


Amphion 

Apr. 12-19, Ex-Ger'n Cargo 


15530 


2400 


2500 











73 


Ancon 

Mar. 28-19, Am-Cargo 


20000 


3000 


3100 











74 


Arcadia 

Jan. 20-19, Ex-Ger'n Cargo 


7900 


1000 


1100 











75 


Arizonian 
Aug. 14-18, Am-Cargo 


18500 


2500 


2600 











76 


Artemia 

Apr. 8-19, Ex-Ger'n Cargo 


12540 


3800 


4000 











77 


Black Arrow 

Jan. 27-19, Ex-Ger'n Cargo 


12200 


1500 


1600 











78 


Buford 

Jan. 15-19, Army Trans. 


10000 


1000 


1200 











79 


Callao 

Apr. 26-19, Ex-Ger'n Cargo 


13164 


2400 


2400 











80 


Canandaigua 

Mar. 2-19, Am-Cargo 


7610 


1400 


1400 











81 


Cananocius 

Mar. 8-19, Am-Cargo 


7500 


1400 


1400 











82 


Cape May 
Jan. 29-19, Am-Cargo 


10350 


1800 


1900 











83 


Comfort 

Mar. 18-18, U.' S. N. Hosp. 
Ship 


10000 


300 


400 











84 


Dakotan 

Jan. 29-19, Am-Cargo 


14375 


1500 


2000 











85 


Eddel^Ti 

July 18-19, Am-Cargo 


12500 


985 


985 











86 


EI Sol 

Aug. 5-18, Am-Cargo 


10000 


1800 


1800 











87 


El Oriente 

April 11-19, Am-Cargo 


11000 


2000 


2000 











88 


Etten 

May 1-19, Ex-Ger'n Cargo 


6900 


1500 


1800 











89 


Eurana 

Sept. 13-18, Am-Cargo 


15250 


1800 


1800 












APPENDIX: TABLE E 



^55 



[Continued] 

CRUISER AND TRANSPORT FORCE 

FOR RETURNING TROOPS AFTER SIGNING OP ARMISTICE 



Voyages Made from Sii^niiig 


0-0 

■^ 3 






of Armistice to October 1, 1919 


^1 






^■^ 


^■s 


Final Disposition 


s « 


•k-'E 


_ a 


•S3 s. 


0-d 


Date of Arrival in U. S. on 


3"^ 


o b 


»- a* 


m 


ill 


Last Voyage as a Transport 


O „ 


fl ^ 3 


S 2« 

3 ij ^ 


a-w« 


iua 


Date Placed out of Commission 




^■f 


^gi 


or Transferred from Force 


Bt 


^go 


° 2 


3§ 


:2^ 




^^ 


33 
1" 




tS^ 


^- 




4 





8C43 


35 


8643 


Ara-Hawaiian Co. 

July lC-19— July 16-19 


S 





6417 


45 


6417 


Shipping Board 

Sept. 3-19— Sept. 4-19 


2 





6112 


40 


6112 


Panama R. R. Co. 
July 7-19— July 15-19 


5 





4700 


40 


5700 


Shipping Board 

Sept. 11-19— Sept. 13-19 


4 





7794 


28 


7794 


Am-Hawaiian Co. 

wSept. 2-19— Sept. 2-19 


4 





11760 


120 


11760 


Shipping Board 

Sept. 23-19— Sept. 24-19 


3 





4759 


25 


4759 


Shipping Board 

July 21-19— Aug. 1-19 


5 





4717 


24 


4717 


Army Trans. Service 
Aug. 22-19— Aug. 26-19 


i 





3731 


52 


3731 


Shipping Board 

Sept. 4-19— Sept. 8-19 


4 





4828 


32 


4828 


S. Pacific R. R. Co. 

Aug. 26-19— Aug. 2§-19 


3 





4153 


27 


4153 


S. Pacific R. R. Co. 

July 10-19— July 12-19 


3 


1 


5726 


19 


5727 


Shipping Board 

July 5-19— July 14-19 


3 





1192 


649 


1192 


U. S. Navy 

Mar. 13-19— Mar. 13-19 


5 


5 


8812 


37 


8817 


Am-Hawaiian Co. 

July 20-19— July 20-19 


1 





985 


3 


985 


Army Trans. Service 
Sept. 4-19— Sept. 12-19 


2 





2710 


4 


2710 


Ward Line 

Aug. 23-19— Aug. 23-19 


2 . 





2981 


5 


2981 


Ward Line 

Aug. 24-19— Aug. 25-19 


2 





3296 


46 


3296 


Shipping Board 

July 31-19— Aug. 5-19 


2 





1886 





1886 


Nafia S. S. Co. 

Sept. 14-19— Sept. 27-19 



^56 HISTORY OF TRANSPORT SERVICE 



TABLE E 
RECORD OF SHIPS OF THE 

MERCHANT SHIPS CONATERTED INTO TROOP TRANSPORTS 











ec 9 


Voy 


ages 


Made Prior 












to Signing of Armistice 






^ 


^'5 


rtO 












Name of Ship 


S 


ug- 




a V 


< 


^ 


?^ 


i 


Date Plnctnl in Coimuission 




c.'-5 

C 3 


CT3 
£_3 


.= 1 


*s 


i» 


^H 




or Attached to Force 
Tj-pe of Vessel 


"H. 
3 








s 

3 


^2 

i- 3 










■a'i 


B-g 


.C 3 

E 2 


z 


is 








S| 


Is 


1^ 


1 

o 
H 


s 

sh 




90 


Florid ian 

Jan. )iS-19, Am-Gu-go 


9S00 


1700 


ISOO 













91 


FriHxlom 

Jan. ii-\9, Ex-Ger*n Cargo 


11175 


1600 


1700 













9i 


Gen. Goothals 

Mar. 10-19, Ex-Ger*n Cargo 


7700 


1400 


1400 













93 


Gen. Gorgas 

Mar. S-19, Ex-Ger'n Cargo 


5300 


1000 


lllK) 













94 


Housatonic 

Feb. 27-19, Am-C^rgo 


7522 


1400 


1400 













9a 


lowan 
Deo. 23-17, Am-Cargo 


13912 


1800 


2000 













96 


Kentuckian 
Jan. )?9-19, Am-Cargo 


14405 


1900 


1900 













97 


Lfincaster 

June 19-19, Am-Cargo 


11500 


2000 


2000 













9S 


Liberator 
July i^S-lS, Ani-Cargo 


120tX1 


2500 


2500 













99 


E. F. Luckenbaoh 

June 11-lS, Am-Cargo 


20000 


2200 


2300 













100 


Edward Luckenbaoh 
DtH>. 30-19. Ani-CiiTgo 


5600 


2200 


2400 













101 


F. J. Luikenbiich 
Feb. ^^-19. Am-Cargo 


12000 


2400 


2400 













10« 


Julia Luckenbaoh 

Jan. 17-19. Am-Cargo 


1S390 


2700 


2700 













103 


Katrina Luckenbjioh 
May lS-18. Am-Cargo 


15000 


2250 


2250 













104 


K. I. Luckenbaoh 
Aug. 9-lS, Am-Cargo 


16000 


2300 


2400 













105 


W. A. Luckenbaoh 
Deo. 14-lS, Am-Cargo 


17170 


2400 


2600 













106 


Marica 
June 9-19, Am-Cargo 


17700 


2000 


2000 













107 


Mercy 
Jan. 24-18, U. S. N. Hosp. 

Ship 


10100 


40O 


400 













lOS 


Mexican 

Dei>. 13-lS. Am-Cargo 


1S200 


2500 


2500 














APPENDIX: TABLE E 



257 



[Continued] 

CRUISER AND TRANSPORT FORCE 

FOR RETURNING TROOPS AFTER SIGNING OF ARMISTICE 



Voyage 


i Made from Signing 








of Armistice to Oc 


t. 1, 1919 


"a a 


B-3 

2°- 






<-o 


^-s 


Final Disposition 


k 


^^1 


. a 
f «J 2 

S i"W 

3 <!' a 




^"g 2 

au a 

d m O 


Date of Arrival in IJ. S. on 
Last Voyage as a Transport 

Date Placed out of Commission 


|1 

S o 


i&i 


Z3 D 


Is^ 


or Transferred from Force 


^ i-2 


•^ a o 


"3 § 


a q 




^^ 


1^ 


"3 S*** 
1^ 


^^ 


O M 




4 





7209 


19 


7209 


Am-IIawaiian Co. 

July 15-19— July 17-19 


4 


2 


4981 


5 


4983 


Shipping Board 

Sept. 4-19— Sept. 5-19 


4 





4238 


20 


4238 


Panama R. R. Co. 
July 8-19— Aug. 27-19 


2 


19 


2063 


13 


2082 


Panama R. R. Co. 
July 3-19— July 15-19 


S 





4166 





4166 


S. Pacific R. R. Co. 

July 13-19— July 15-19 


6 





9876 


32 


9870 


Am-IIawaiian Co. 

Aug. 29-19— Aug. 30-19 


6 





8895 


23 


8895 


Am-Hawaiian Co. 

Aug. 30-19— Sept. 2-19 


4 





5624 


270 


5024 


Shipping Board 

Sept. 4-19— Sept. 5-19 


5 





9658 


9 


9658 


Shipping Board 
Sept. 4-19— Sept. 4-19 


6 





9372 


13 


9372 




S 





6812 


28 


0812 


Luckenbach Co. 

July 3-19— July 28-19 


2 





4695 


12 


4695 


Luckenbach Co. 

July 29-19— July 31-19 


4 





10579 


39 


10579 


Luckenbach Co. 

Aug. 4-19— Aug. 4-19 


1 





1 





1 


Luckenbach Co. 


8 





4833 


10 


4833 


Luckenbach Co. 

Sept. 15-19— Sept. 13-19 


5 





12525 


300 


12525 


Luckenbach Co. 

July 11-19— July 17-19 


2 





3243 


8 


3243 


Army Trans. Service 
Sept. 2-19— Sept. 12-19 


4 


143 


1946 


1977 


2089 


U. S. Navy 
May 25-19— May 25-19 


5 





12386 


37 


12386 


Am-Hawaiian 

July 23-19— July 23-19 



258 HISTORY OF TRANSPORT SERVICE 



TABLE E 
RECORD OF SHIPS OF THE 

MERCHANT SHIPS CONVERTED INTO TROOP TRANSPORTS 











to Z 


Voyages Made Prior 




Name of Ship 


a 

a 


60 S 


.as 


to Signing of Armistice 




d o 


<-^ 


k 


6 


Date Placed in Commission 
or Attached to Force 

Type of Vessel 


J 

"3. 


|1 

a.-S 


.a-s 

"« a. 


"si 

V a 

a £ 


"o't 

sug- 


°l2 

OJ OJ 3 








O "1 


£ ^ 

Su 


1^ 


3| 
















H 


H 


109 


Minnesotan 
Jan. 8-19, Am-Cargo 


14375 


2000 


2000 











110 


Montpelier 

Mar. 12-19, Ex-Ger'n Cargo 


16430 


2100 


2300 











111 


Nanscmond 

Jan. 20-19, Ex-Ger'n Cargo 


27000 


4900 


5800 











112 


Obioan 

Aug. 7-18, Am-Cargo 


13345 


1600 


1900 











113 


Otsego 

Feb. 8-19, Ex-Ger'n Cargo 


8750 


1000 


1000 











114 


Panaman 

Aug. 12-18, Am-Cargo 


14495 


2100 


2200 











115 


Pavsandu 

Jan 29-19, Ex-Ger'n Cargo 


5750 


1400 


1400 











116 


Peerless 

Mar. 28-19, Am-Cargo 


4214 


2300 


2300 











117 


Philippines 

May 1-19, Ex-Ger'n Cargo 


18650 


4000 


4000 











118 


Radnor 

Mar. 6-19, Am-Cargo 


14000 


2000 


2000 











119 


Roanoke 

Mar. 19-19, Am-Cargo 


6500 


1400 


1400 











120 


Santa Ana 

Feb. 11-19, Am-Cargo 


9000 


1400 


1700 











121 


Santa Barbara 

Feb. 21-19, Am-Cargo 


9400 


1600 


1600 











122 


Santa Ceeilia 

May 20-18, Am-Cargo 


11000 


2000 


2000 











123 


Santa Clara 

Jan. 18-19, Am-Cargo 


13000 


1600 


1800 











124 


Santa Elena 

Apr. 26-19, Ex-Ger'n Cargo 


13000 


900 


900 











125 


Santa Elisa 
June 15-19, Am-Cargo 


9345 


1400 


1400 











126 


Santa Leonora 
July 7-19, Am-Cargo 


9345 


1400 


1400 











127 


Santa Malta 

Feb. 19-19, Am-Cargo 


13340 


1700 


1700 












APPENDIX: TABLE E 



259 



[Continued] 

CRUISER AND TRANSPORT FORCE 

FOR RETURNING TROOPS AFTER SIGNING OP ARMISTICE 



Voyages Made from Signing 








of Armistice to Oct. 1, 1919 


03 O 

.H-a 








■^"S 


g-Ts 


Pinal Disposition 


a u 




^s 


•sgs 


"S-S2 


Date of Arrival in U. S. on 


5-^ 


CS 4) 


°3^ 


£« 2 


slw 


Last Voyage as a Transport 




M'i^ 






su a 

3 -. O 


Date Placed out of Commission 




law 


a "W 

3 IJ ^ 


3 a> 


Is^ 


or Transferred from Force 


^ go 


° 2 


3i 








H 


Hi* 








4 





8038 


164 


8038 


Am-Hawaiian 
Aug. 3-19— Aug. 4-19 


4 





7587 


15 


7587 


Shipping Board 

Sept. 10-19— Sept. 15-19 


5 





23619 


557 


23619 


Shipping Board 

Aug. 23-19— Aug. 25-19 


6 





8383 


42 


8383 


Am-Hawaiian Co. 

Sept. 16-19— Sept. 16-19 


4 


6 


3446 


79 


3452 


Shipping Board 

Aug. 28-19— Aug. 28-19 


6 





11393 


26 


11393 


Am-Hawaiian Co. 

Aug. 29-19— Aug. 29-19 


2 





2736 


4 


2736 


Shipping Board 

July 14-19— July 16-19 


3 





4659 


11 


4059 


Standard Trans. Co. 
Aug. 30-19— Sept. 2-19 


2 





4142 


6 


4142 


Shipping Board 

Sept. 26-19— Sept. 23-19 


4 





5876 


15 


5876 


Shipping Board 

Sept. 23-19— Sept. 24-19 


4 





5507 


19 


5507 


S. Pacific R. R. Co. 
Aug. 1-19— Aug. 1-19 


4 


1 


5960 


39 


5961 


Grace S. S. Co. 
July 7-19— July 14-19 


4 





6310 


6 


6310 


Grace S. S. Co. 
July 23-19— July 24-19 


4 





6126 


67 


6126 


Nafia S. S. Co. 

Sept. 7-19— Sept. 26-19 


4 





6863 


11 


6863 


Atlantic & Pacific Co. 
Aug. 3-19— Aug. 3-19 


2 





1707 


8 


1707 


Cunard S. S. Co. 
July 23-19— Aug. 20-19 


2 





2312 


6 


2312 


Shipping Board 

Sept. 19-19— Sept. 26-19 


1 





395 


26 


395 


Army Trans. Service 
Aug. 19-19— Sept. 9-19 


3 





3756 


21 


3756 


Shipping Board 

Aug. 30-19— Oct. 14-19 



260 HISTORY OF TRANSPORT SERVICE 

TABLE E 
RECORD OF SHIPS OF THE 

MERCHANT SHIPS CON\'ERTED INTO TROOP TIL\NSPORTS 









ec «; 


•Is 


Voyages Made Prior 
to Sigmng of Armistice 






^ 
















_ 






Name of Ship 

Date Placed in Commission 
or Attached to Force 

Tj-pe of Vessel 


1 

X 

5 


e."-3 

^6 




C J, 

* — 

1' 


111 


-1 

111 

— a° 


us 


Santa Olivia 

^ Dtv. 20-18, Am-Cargo 


9400 


19W 


1900 











129 


Santa Paula 

Jan. 2S)-1S), Am-Gu-go 


13500 


2100 


2200 











130 


Santa Rosa 

Mar. 1(.)-19, Am-Cjirgo 


10000 


2100 


2100 











131 


Santa Terosii 

Nov. S-IS, Aui-Cargo 


6900 


IStX) 


2000 











132 


Scranton 

Feb. 5-19, Am-CATgo 


14000 


1900 


1900 











133 


Shoshone 

Feb. 19-19, Es-Gern Cargo 


8749 


1400 


1400 











134 


Sol Navis 

June 25-19, Am-Cargo 


11075 


2400 


2400 











135 


South Bond 


17716 


2300 


2300 











136 


May 5-19, Am-Cargo 
Suwanee 

Apr. 11-19. Ex-Ger'n Cargo 


6000 


2000 


2000 











187 


Texan 


19000 


2200 


2200 













Jan. lS-19, Am-Cargo 














13S 


Tiger 

Mjir. 7-19, Am-Cargo 


10000 


2600 


2600 











139 


Trov 


37336 


5900 


5900 











1-tO 


Feb. 27-19, Am-Cargo 

Virginian 


12600 


4000 


4300 











141 


Feb. 1-19, Am-Cargo 
Yale 


10000 

















June 15-19. Am-Cargo 
















Total 


8S400S 


140235 


146035 












APPENDIX: TABLE E 



261 



[Continued] 

CRUISER AND TRANSPORT FORCE 

FOR RETURNING TROOPS AFTER SIGNING OP ARMISTICE 



Voyages Made from Signing 


TJ _ 


-B 






ot Armistice to Oc 


t. 1, 1919 


a a 


a 


Final Disposition 






:^ 


„ 




J 


<^ 


^■^ 


'H^l 


'^'^l 






H 


o 
I. « s 

s<-> §• 
a 2 3 


J; K O 


"o 1 g. 


lis 


Date of Arrival in U. S. on 
Last Voyage as a Transport 

Date Placefl out of Commission 




si 


^ I'll: 


2;'o 


3S"^ 


or Transferred from Force 




JO B 
B g 




3i 
e5^ 


o S 

PL, 








H 


Hf^ 










4 





7491 


14 


7491 


Atlantic & Pacific Co. 
July 9-19— July 14-19 




4 


2 


7447 


172 


7449 


Grace S. S. Co. 
Aug. 4-19— Aug. 4-19 




4 





6302 


29 


6302 


Grace S. S. Co. 

Sept. 23-19— Sept. 24-19 




8 





14264 


4518 


14264 


Grace S. S. Co. 

Sept. 4-19— Sept. 8-19 




3 





5625 


15 


5625 


Shipping Board 

July d6-19— July 16-19 




2 





2820 


4 


2820 


Shipping Board 

July 10-19— July 18-19 




2 





3264 


3 


3264 


Shipping Board 

Sept. 26-19— Sept. 29-19 




3 





4S75 


110 


4875 


Army Trans. Service 
Aug, 23-19— Sept. 3-19 




3 





4801 


15 


4801 


Shipping Board 

Sept. 3-19— Sept. 3-19 




4 


3 


8668 


7 


8671 


Standard Trans. Co. 
Aug. 5-19— Aug. 7-19 




3 





7739 


55 


7739 


Standard Trans. Co. 
July 29-19— July 29-19 




3 


4 


14039 


45 


14043 


Standard Trans. Co. 

Aug. 20-19— Aug. 21-19 




4 





16631 


279 


16631 


Am-Hawaiian 

Aug. 3-19— Aug. 4-19 




1 





901 





901 


U. S. Navy 

June 20-19— July 20-19 




246 


186 


441986 


10452 


442172 





262 HISTORY OF TRANSPORT SERVICE 



TABLE E 

RECORD OF SHIPS OF THE 

GERMAN SHIPS USED FOR RETURNING 













Voy 


ages INI ad e 


Prior 








tt s 


c fe 


to Signing of .\rmistice 








to 


t§ 












_^ 






, 




Name of Ship 


l; 


U^ 


U to 
^.5 


C 1, 


<;s 


iy, 


i 


Date Placed in Commission 
or Attached to Force 

TjTje of Vessel 


Q 


a-3 


5 5 
S-8 


5-0 
Si 

a £ 


!; 

a £ = 


= §§• 








-s 




i' 


H 





142 


Cap Finstcrre 

Apr. 11-19, German Pass'r 


23000 


3800 


3800 











143 


Graf Waldersee 

Mar. 28-19, German Pass'r 


13193 


4300 


4300 











144 


Imporator 

]\Iav 5-19, German Pass'r 


60000 


S900 


9800 











145 


K. A. Victoria 

Apr. 27-19, German Pass'r 


30400 


5500 


5500 











146 


Mobile 

Mar. 26-19, German Pass'r 


27000 


4800 


5200 











147 


Patricia 

Apr. 25-19, German Pass'r 


12500 


2900 


2900 











148 


Pretoria 

kwg. 24-19, German Pass'r 


14100 


3000 


3000 











149 


P. F. Wilhelm 

Mar. 30-19, German Pass'r 


26050 


3600 


3600 











150 


Zeppelin 

Mar. 29-19, German Pass'r 


12450 


4300 


4300 













Total 


220699 


41100 


42400 













Gr.\nd Tot.\l 


2341038 


332085 


383935 


306 


870324 


5051 



APPENDIX: TABLE E 



263 



[Completed] 

CRUISER AND TRANSPORT FORCE 

TROOPS AFTER SIGNING OF ARMISTICE 



Voyages Made from Signing 








of Armistice to Oct. 1, 1919 


■?a 

a 3 


•S-S2 




a u 


Jl 


ra-o 


Final Disposition 
Date of Arrival in U. S. on 


ii 


° !a <u 
1^2- 


sis 

Jo 3 


j2afi 3 

a_w 


ay a 


Last Voyage as a Transport 


°-5 


a s,5 


a Ew 


3-^ 


3 m O 


Date Placed out of Commission 


a ° 


3 bC" 




"3 3 




or Transferred from Force 


^^ 


3J 
1^ 


3|" 

^0. 


eS^s 






3^ 


1121 


9718 


58 


10839 


Shipping Board 

Aug. 19-19— Sept. 29-19 


2^ 





7728 


21 


7728 


Shipping Board 

Aug. 30-19— Sept. 27-19 


3y2 


IGl 


28030 


147 


28191 


Shipping Board 

Aug. 10-19— Sept. 19-19 


4K 


31 


22674 


460 


22705 


Shipping Board 
Aug. 22-19 


i'A 


12 


21073 


22 


21085 


Shipping Board 

Sept. 3-19— Sept. 30-19 


^'A 





8572 


11 


8572 


Shipping Board 

Aug. 16-19— Sept. 12-19 


3i^ 


1083 


103G4 


40 


11447 


Shipping Board 

Aug. 31-19— Sept. 29-19 


4^ 


1 


141G1 


21 


14162 


Shipping Board 
Aug. 23-19— Sept.- 


4^2 





15800 


28 


15800 


Shipping Board 

Sept. 5-19— Oct. 1-19 


34^ 


2409 


138120 


808 


140529 




6921^ 


21888 


1682027 


153720 


2578423 





264 HISTORY OF TRANSPORT SERVICE 

TABLE 
RECORD OF 10 LEADING SHIPS 









m 


M E 


Vovages Made Prior 




Name of Ship 
Date Placed in Commission 


V 


c 3 

to 

g_3 


P a 

tsO 
a.2 
2.3 


to Signing of Armistice 


^ 


H,1 


Si 




z 


or Attached to Force 
Type of Vessel 


S 






O m 

j2 a 
8 ? 


a sw 


























u. 


sd 


-^ 


ocl, 


r 


1 


Le^•iathaIl 
July 25-17, Ex-German 


69000 


9000 


12000 


10 


96804 


686 


2 


America 

Aug. 6-17, Ex-German 


41500 


4000 


7000 


9 


37768 


168 


3 


George Washington 
Sept. 6-17, Ex-German 


39435 


5600 


6500 


9 


48373 


484 


4 


Agamemnon 

Aug. 21-17, Ex-German 


30000 


3400 


5800 


10 


36097 


214 


5 


Pres. Grant 

Aug. 2-17, Ex-German 


33000 


4800 


5900 


8 


39974 





6 


Mount Vernon 

July 28-17, Ex-German 


32130 


3100 


5800 


9 


33692 


86 


7 


Siboney 

Apr. 8-18, Am-Passenger 


11250 


3100 


4000 


7 


20299 


11 


8 


Mongolia 

May 8-18, Am-Passenger 


26695 


3700 


4700 


5 


19013 


24 


9 


Manchuria 

Apr. 25-18, Am-Passenger 


26500 


3500 


4800 


4 


14491 


16 


10 


Great Northern 

Nov. 1-17, Am-Passenger 


14000 


2800 


3300 


10 


28248 


677 




Total 


323510 


43000 


59800 


81 


374679 


2366 



APPENDIX: TABLE F 



^65 



CRUISER AND TRANSPORT FORCE 



Voyage 


3 Made from Signing 


■o -. 






of Arir 


istice to Oct. 1, 1919 


a a 

ee o 








<t 


^■s 


ii. 


^^^ 


Final Disposition 


E« 




a 


O £3 Q< 


S3 £h 


Date of Arrival in U. S. on 


r ■ TO 


"S g ^ 


°5 a 


-1 2 


Last Voyage as a Transport 


^3 


fcW 9- 


Si »' 


.Sm.=5 


j= a^ 






111 


S 2W 

^ <:; <-^ 


a^« 


au a 

3 o 


Date Placed out of Commission 




Z"^ 


x?i fc-ii 


or Transferred from Force 


^So 


^^1 


'^ a 
"a 3 


03 a 




3 S 






i3 o 






1°^ 


c4 <a 




eS^ 


O CO 




9 


1517 


93746 


10913 


192753 


U. S. Shipping Board 
Sept. 8-19— Sept. 9-19 


8 


42 


46823 


4668 


86801 


Army Trans. Service 

Sept. 15-19— Sept. 20-19 


9 


351 


34142 


5985 


83350 




9 


1782 


41179 


4425 


78249 


Army Trans. Service 
Aug. 18-19— Aug. 27-19 


8 


130 


37025 


3301 


77129 


Army Trans. Service 
Sept. 22-19— Oct. 6-19 


8 


125 


42500 


4015 


76402 


Army Trans, Service 

Sept. 11-19— Sept. 29-19 


10 


177 


34702 


5307 


55169 


Army Trans. Service 
Sept. 2-19— Sept. 10-19 


8 


487 


34813 


2707 


54337 


Atlantic Trans. Co. 

Aug. 9-19— Aug. 18-19 


9 


232 


39501 


6186 


54230 


Atlantic Trans. Co, 

Aug, 25-19— Aug. 29-19 


8 


2308 


22852 


5522 


54085 


Army Trans. Service 
Aug. 8-19— Aug. 15-19 


86 


7151 


427283 


52129 


812505 





2GG HISTORY OF TRANSPORT SERVICE 

TABLE G 

Sick and Wounded Returned by the Cruiser and Transport Force 
Years 1918 and up to October, 1919 

1918 



1918 


Army 151649 


Month 


Mobile 


Litter 


G. V. 


Insane 


T. B. 


Contag. 


Dead 


January 


85 


7 


3 


6 


22 




7 


Februjiry 


^9 


18 




7 


82 


1 




March 


78 


i 


4 


12 


19 


10 


4 


April 


59 


27 


16 


16 


iW 


42 


26 


May 


148 


39 


7 


66 


89 


24 


7 


June 


95 


69 


5 


29 


50 


6 


4 


July 


S49 


204 


23 


137 


140 


39 


6 


August 


505 


ISO 


49 


213 


162 


56 


12 


September 


16G7 


537 


40 


336 


143 


14 


3 


October 


^701 


1005 


23 


593 


2^9 


333 


322 


November 


5718 


877 


67 


175 


224 


152 


39 


December 


1478G 


1835 


73 


500 


261 


55 


15 


Total 


i6ii0 


4300 


310 


2091 


1487 


732 


444 


191S 






Navy 439 


5 






January 


1() 








2 






February 


4 






1 


1 




3 


MarcJi 


15 


1 










3 


April 


1 


9 


13 




3 


9 


4 


May 


10 


2 


5 


2 


4 


2 




June 


17 




15 


4 


4 


2 


3 


July 


36 


15 


16 


9 


7 


9 


2 


August 


59 


Si 


30 


15 


20 


8 


8 


September 


24 


14 


11 


11 


3 


4 


40 


October 


58 


14 


21 


6 


15 


27 


30 


November 


140 


15 


25 


3 


6 


3 


4 


December 


iU) 


6 


58 


7 


13 


7 


7 


Total 


611 


108 


194 


58 


78 


71 


102 



APPENDIX: TABLE G 

TABLE G 



267 



Sick and Woundkd Returned by the Cruiser and Transport Force 
Years 1918 and up to October, 1919 



1919 



1919 






Army 151649 






Month 


Mobile 


Litter 


G. U. 


Insane 


T. B. 


Contag. 


Dead 


January 


15520 


2054 


66 


382 


303 


158 


9 


February 


13019 


1020 


70 


421 


292 


470 


31 


March 


1920;$ 


2331 


90 


796 


533 


750 


38 


April 


15163 


1902 


60 


645 


754 


389 


12 


May 


14901 


1019 


78 


1226 


600 


231 


18 


June 


10921 


910 


207 


506 


221 


91 


12 


July 


33G1 


635 


322 


383 


207 


46 


11 


August 


2343 


217 


108 


107 


94 


65 


1 


September 


364 


206 


23 


46 


36 


6 


2 


Total 


94855 


10294 


1024 


4512 


3040 


2206 


134 


GRAND 
















TOTAL 


121075 


14594 


1334 


6603 


4527 


2938 


578 


1919 






I 


vIavy 439 


5 






January 


773 


86 


67 


9 


17 


4 




February 


190 


40 


109 


3 


6 


27 


6 


March 


188 


47 


82 


5 


12 


24 


4 


April 


138 


53 


50 


4 


11 


38 


4 


May 


169 


37 


72 


5 


4 


15 


2 


June 


132 


30 


37 


6 


12 


4 


1 


July 


76 


16 


64 


3 


3 


3 


1 


August 


76 


20 


117 


2 


3 


8 


5 


September 


112 


23 


98 


10 


4 






Total 


1854 


358 


696 


47 


72 


123 


23 


GRAND 
















TOTAL 


2465 


406 


890 


105 


150 


194 


125 



268 HISTORY OF TRANSPORT SERVICE 
TABLE G [Continued] 

Sick and Wottnded Returned by the Cstjiseb and Transport Force 
Years 191S axd up to October, 1919 

1918 



1918 


Marines 3626 


















Total 


















Army, 


Month 


MobUe 


Litter 


G.U. 


Insane 


T. B. 


Contag. 


Dead 


Navy 

and 

Marines 


January 
















148 


February 










2 






148 


March 


3 












1 


152 


April 








2 








299 


May 


1 








2 






414 


June 




2 




1 


2 






308 


July 


9 


7 




1 


3 






1011 


August 


48 


13 






3 




1 


1414 


September 


124 


69 


1 


1 


3 






3045 


October 


136 


59 


4 


5 


3 


2 


53 


5639 


November 


182 


50 






9 




6 


7695 


December 


337 


51 


15 


6 


3 




9 


17763 


Total 


840 


251 


20 


16 


30 


2 


70 


38036 



APPENDIX: TABLE G 

TABLE G [Completed] 



269 



Sick and Wounded Returned by the Cruiser and Transport Force 
Years 1918 and up to October, 1919 



1919 



1919 


Marines 8626 


















Total 


















Army, 


Month 


Mobile 


Litter 


G. U. 


Insane 


T. B. 


Contag. 


Dead 


Navy 

and 

Marines 


January 


139 


14 


3 


5 


2 






19611 


February 


235 


8 


2 


2 


2 






15933 


March 


560 


51 


3 


13 


9 


8 




24748 


April 


381 


42 




14 


6 


1 




19640 


May 


312 


18 




17 


9 


25 




18818 


June 


239 


9 


3 


10 


4 






13355 


July 


50 


2 




3 


2 






5188 


August 


142 


8 


15 


7 


2 


4 




3350 


September 


11 


4 












945 


Total 


2069 


156 


26 


71 


36 


38 




121634 


GRAND 


















TOTAL 


2909 


407 


46 


87 


66 


41 


70 


159670 



MEMORANDirM OF ADMIRAL VON HOTiTZENDORFF, 
CHIEF OF THE GERMAN ADMIRALTY 



THE CHIEF OP THE GERMAN ADMIRALTY 

To B 35840 I 

Berlin, Dec. 22, 1916. 
(Strictly secret) 

I have the honor to transmit to Your Excellency in 
the annex a note on the necessity of a speedy commence- 
ment of the unrestricted U-boat war. 

Based on the detailed explanations of the annex, I 
may beg Your Excellency to consider the following ideas, 
and I hope to gain a complete agreement in our opinions 
that it is absolutely necessary to intensify to the utmost 
possibility our measures against England's sea traffic in 
order to take advantage of the favorable situation and 
to secure for us a speedy victory. 

The war requires a decision before Autumn, 1917, if 
it is not to end in a general exhaustion of all parties, 
which would be fatal for us too. Among our adversaries, 
the economical conditions of Italy and France have been 
so seriously shaken that they can only be maintained by 
the energy and strength of England. If we succeed in 
overcoming England the war will be decided at once in 
our favor. But the resource of England is her tonnage, 
which supplies the islands of Great Britain with the 
necessities for life and the war industry and at the same 
time secures her solvency abroad. 

SAW GREAT SHORTAGE OF SHIPS 

The present state of the tonnage question is in short 
as follows: 

271 



272 HISTORY OF TRANSPORT SERVICE 

The freight for a great number of iraportant 
goods has risen enormously, in certain places to 
tenfold amount and more. We also know 
for certain from numerous other proofs that the 
lack of tonnage is universal. 

The English tonnage at present still existing 
may be reckoned to be about 20 million gross 
register tons. At least 8.6 million tons of these 
are requisitioned for military purposes and one- 
half million tons is employed in coastal traffic; 
approximately one million tons is under repair 
or temporarily out of use; about two million 
tons are used in the interest of the Allies; so 
that, at the highest, eight million tons of Brit- 
ish tonnage are at the disposal of England ^s 
supplies. 

A perusal of the statistics of the sea traffic 
in English harbors would return even a lower 
figure. Thus in the months of July-September, 
1916, there were only 6% million gross register 
tons of British tonnage available for England. 
Apart from this, the other tonnage bound for 
England may be calculated at 900,000 tons of 
enemy tonnage, none English, and quite three 
million tons of neutral tonnage. All in all, Eng- 
land is therefore supplied by only just 10^ mil- 
lion gross register tons. 

Besides the fact that, based on the achievements 
hitherto performed in the struggle against the tonnage, 
it seems to be very promising for us to proceed on the 
way once taken. The unusually bad result of this yearns 
world harvest in cereals and cattle food has given us a 
unique opportunity, which cannot be neglected by any 
one with a sense of responsibility. Already after Febru- 
ary the United States and Canada vnll probably be un- 
able to provide England with corn, therefore England 
must procure her supply from over long distances, Ar- 
gentina, and as Argentina can supply only a little on 
account of its bad harvest, she will be compelled to im- 
port from India and chiefly from Australia. 



VON HOLTZENDORFF MEMORANDUM 273 

FORCE PEACE WITHIN FIVE MONTHS 

Under such favorable conditions an energetic power- 
ful blow against the English tonnage promises to have 
an absolutely certain success. I do not hesitate to declare 
that, under the prevailing conditions, we may force Eng- 
land into peace within five months through the unre- 
stricted U-boat war. However, this can only be achieved 
by the unrestricted U-boat war, not by the U-boat cruis- 
ing as practiced at present, and not even if all armed 
vessels were free to be sunk. 

Based on the formerly mentioned monthly rate of 
destruction of 600,000 tons of tonnage by the unrestricted 
U-boat war, and on the expectation that by it at least 
two-fifths of the neutral traffic will be frightened to un- 
dertake the voyage to England, it may be reckoned that 
the English sea traffic after five months will be reduced 
by about 39 per cent of the traffic. 

England would not be able to bear this, neither in 
view of the conditions after the war nor as regards the 
possibility of continuing the war. She is now already 
facing a scarcity of food, which forces her to try meas- 
ures of economy which we, as a blockaded country, had 
to adopt during the war. The conditions for such an 
organization are totally different in England and com- 
paratively much more unfavorable than with ourselves. 
There are lacking authorities as well as the sense of the 
people to submit to such force. 

Also from another cause the general reduction of the 
bread ration for the whole population cannot now be 
enforced in England. This measure was possible in Ger- 
many at a time when temporarily other foodstuffs could 
make good the sudden reduction of the bread ration. 

TOLD OF LOW BEITISH SUPPLIES 

This opportunity has been allowed to pass and can- 
not possibly be brought back. But the maintenance of 
the war industry, and at the same time 'that of the food 
supply, cannot be kept up with about three-fifths of the 
sea traffic, without universal severe rationing of the con- 
sumption of cereals. The argument that England might 



274 HISTORY OF TRANSPORT SERVICE 

have sufficient grain and raT> materials in tlie country 
in order to overcome the danger until the next harvest 
is refuted exhaustively in the annex. 

In addition, the unrestricted U-boat war with the 
subsequent cessation of supply by Denmark and Hol- 
land would mean for England at once the scarcity of fat, 
as one-third of the whole British import of butter origi- 
nates from Denmark, and the entire supply of margarine 
comes from Holland. Furthermore, it would mean the 
severity of the lack of raw materials and wood by en- 
dangering the supply of these products from Scandinavia 
and at the same time Increasing the attenuation of the 
Spanish supply of metal. 

Finally we shall have the long wished for oppor- 
tunity to deal with the neutral supply of ammunition and 
thus relieve somewhat the army. (These ammunition 
supplies came chiefly from America.) 

In the face of such facts the U-boat war, as practiced 
hitherto, would even after general permission to sink all 
armed vessels result in five months' time in the diminu- 
tion of all the tonnage bound for England by only 5,400,- 
000 tons — viz., about 18 per cent, of the present monthly 
sea traffic, therefore less than one-half what could be 
obtained by the unrestricted U-boat war. 

PANIC ESSENTIAL TO SUCCESS 

In addition, the lack of psychological effects of panic 
and terror is to be considered. I regard these effects, 
expected only by the unrestricted U-boat war, as an 
essential preconception of success. The experiences 
gained at the beginning of the U-boat war after the 
Spring of 1915, when the English still believed its bitter 
seriousness, and even in the short U-boat war of March 
and April, 1916, proved how weighty these effects are. 

Moreover, a preliminary condition is that the begin- 
ning and the declaration of the unrestricted U-boat war 
must follow so quickly one upon the other that there is 
no time for negotiations, especially between England 
and the neutrals. The wholesome terror will exercise 
in this case upon enemy and neutral alike. 

The declaration of the unrestricted U-boat war will 



VON HOLTZENDORFF MEMORANDUM 275 

place before the Government of the United States of 
North America afresh the question whether or not she 
will take the consequences of her hitherto adopted atti- 
tude toward the use of U-hoats. I am quite of opinion 
that the war against America is so serious an atfair that 
all must be done to avert it. However, the dread of a 
break must not, in my opinion, go so far as to make us 
shrink in the decisive moment from the use of the weapon 
which Tvill bring us victory. 

At any rate it will be expedient to consider what in- 
fluence the entrance of America into the war on the side 
of our adversaries would have upon the trend of the war. 

As regards tonnage, this influence would be very neg- 
ligible. It is not to be expected that more than a small 
fraction of the tonnage of the Central Powers lying in 
America and many other neutral harbors could then be 
enlisted for the traffic to England. 

ALREADY OKDERED SHIPS DAMAGED 

For the far greatest part of this shipping can be dam- 
aged in such a way that it cannot sail in the decisive 
time of the first months. Preparations to this effect 
have been made. There would also be no crews to be 
found for them. Just as httle decisive effect can be 
ascribed to any considerable extent to American troops, 
which, in the first place, cannot be brought over, through 
lack of tonnage. 

There remains only the question, what attitude would 
America take in the face of a conclusion of peace into 
which England would be coerced? It is not to be sup- 
posed that she would then decide to continue the war, 
as she would have no means at her disposal to take any 
decisive action against us, while her sea traffic will be 
liable to be damaged by us. On the contrary, it is to be 
expected that she will participate in the English con- 
clusion of peace in order to obtain as quickly as possible 
again sound economic conditions. 

I therefore draw the conclusion that an unrestricted 
U-boat war, which must be recommended as early as 
possible in order to bring about peace before the world's 
harvest of Summer, 1917, that is, before August 1st, 



276 HISTORY OF TRANSPORT SERVICE 

should even take the consequences of a break with Amer- 
ica, because we have no other alternative. A quickly 
launched, unrestricted U-boat war is therefore the only- 
correct means to end the war victoriously, in spite of 
the risk of a break with America. It is also the only 
way to this goal. 

In order to obtain in due time the necessary effect, 
the unrestricted U-boat war must commence at the latest 
9n February 1st. I beg Your Excellency to inform me 
whether the military situation on the Continent, espe- 
cially in the face of the still remaining neutrals, will 
permit of this date. I require a period of three weeks in 
order to make the necessary preparations. 

V. HOLTZENDOEFF. 



INDEX 



INDEX 



Abandon Ship Drill, 37, 182 
Agamemnon, S. S., 143 
Alcedo, U. S. S., 103, 108 
Allman, Darral, Sergeant, U. S. A., 

176 
Almon, Lieut., 146 
Amble, Ben, mate, 51 
Anderson, G. A>, seaman, 115 
Anderson, seaman, 121 
Antigone, S. S., 11, 130 
Antilles, S. S., sinking of, 103 
Army personnel, at sea, 179 
Atlantian, S. S., 158 
Ausburne, C. L., electrician, 104 
Aviators, naval, 66 

Bainbridge, Surgeon W. L., 193 
Baird, A. K., seaman, 173 
Baker, Lieut. Edward, 114 
Baker, Newton D., letter to Admiral 

Gleaves, 61 
Barker, Lieut. Comdr. W. C, 177 
Baumann, Coxswain, 129 
Beresford, Admiral Lord, 22 
Bergert, Second Lieut. E. 0., 164 
Blamer, Captain DeW., 40 
Bloomersdyk, 8. 8., 136 
Bossum, 8. 8., 141 
Bradford, Lieut. Comdr. Gerard, 139 
Breslau, German Cruiser, 21 
Briggs, E. B., seaman, 143 
Bright, Lieut. C. J., 140 
Brinkburn, British S. S., 173 
British naval activity, 25 

Grand Fleet, 25 
Bristle, Lieut. Comdr, A. L., 52 



Buford, S. S., 108 
Burney Gear, 85 

Calhoim, U. S. S., 177 
Callalian, Lieut. J, S., 175 
Camilla Rickners, see Ticonderoga, 

195 
Camouflage, 82 
Carey, Lieut. J. C, 46 
Carolina, S. S., 134 
Carver, Lieut. Clifford N., 102 
Central Powers, military advantages 

of, in 1917, 19 
Chaddick, seaman, 121 
Chevalier, Lieut., 67 
Christian Knudson, S. S., 136 
Christy, Capt. H. H„ 138 
Cincinnati, S. S., 124 
City of 8avannaJi, S. S., 108 
Clopton, Lieut. Col. W. H,, Jr., 117 
Cole, Capt. W. C, 177 
Collins, Lieut. C. J., 125, 138 
Harry, fireman, 216 
Comdr. Marshall, 125 
Commerce, condition of neutral, in 

1917, 20 
Convoy, 33 

Instructions, 37 
Procedure for, 88 
Corsair, U. S. S., 41, 103, 108 
Cosick, S. J., electrician Ist class, 

177 
Covington, U. S. S., loss of, 124, 131 
Crisis of the War, 17 
Cruiser and Transport Force, scope 

of, 27 



279 



280 



INDEX 



Squadron One, Squadron Two, 155 

Size in November, 1918, 30 

Material of, 100 

Organization, 240 

Record of ships, 246 

Demobilized and disbanded, 101 
Cummings, U. S. S., 46 
Curtis, Lieut. Comdr. E. E., 148 
Gushing, U. S. S., 44 
Cyclops, U. S. S., 51 

Danger zones, submarine, 183 
Daniels, Josephus, letter to Admiral 

Gleaves, 60 
Dante Alighieri, S. S., 125 
Darkening ship, 84 
Davidovici, Sergeant, Osias, U. S. A., 

176 
De Kalb, U. S. S., 42, 125 
Depth bombs, 82 
Deutscliland, U-boat, 135 
Dismukes, Capt. D. E., 143 
Downie, James, Fourth Eng. Officer, 

215 
Doyle, Capt. S. H. R., 174 

Lieut. Comdr., 145 
"Drowning Drill," 183 
Duflfy, Gunners Mate, 144 
Dunn, Joseph, seaman, 51 
Dupetit-Tliomars, torpedoed, 86 
Dvmish, S. S., torpedoed, 204 

Easdale, David, carpenter, 139 
Edwards, Lieut. B. C, 125 
Emergency Fleet Corporation, 26 
Escort, 33 

Fales, Lieut. DeC, 102 
Fallon, George, seaman, 216 
Fanning, U. S. S., 41 
Finland, S. S., torpedoed, 108 
First Expedition, The, speed, 32, 42 
Make-up, 33 
Orders for sailing, 38 
First group attacked, 42 



Sights Belle Isle, 45 
Second group attacked, 46 
Return voyage, 54 

First voyage, lessons learned from, 
62 

Fitzgerald, Patrick F., fireman, 153 

Flmser, U. S. S., 108 

Foch, General, 53 

Follis, fireman, 151 

Foote, Capt. P. W., 113 

Foreign transports in U. S. con- 
voys, 202 

Fourth of July, Paris, 1917, 52 

France, political disintegration in 
1917, 20 

Franklin, P. A. S., 27 

Frank W. Kellog, Tanker, 164 

Franz, Capt.-Lieut., 201 

Frederick, U. S. S., 177 

Fremont, Lieut. Comdr. J. C, 44 

Fulcher, Lieut., 200 

Fulton, William H., 127 

Gagan, Pay Clerk, 141 
Galveston, U. S. S., 156, 195 
George Washington, S. S., 125, 131, 

186 
George Whittimcre, "Q" ship, 135 
German Policy, achievement in 1917, 
18 

Admiralty, the boast of, 47 

Drive, March, 1918, 88 

Military Plans, 17 

Vessels allocated for transporta, 
94 
German Ships, typical German de- 
struction, 73 

Alteratives and refitting, 72 

List of, 68 

Repairs by electric welding, 71 

Repairs on main engines, 71 

Repairing the, 68 

Sabotage on, 70 
Ghent, Lieut. Comdr. D. T., 103 
Gherardi, Captain, 43 



INDEX 



281 



Gill, Lieut. Comdr. C. C, 78 
Gleaves, Admiral, Commandatory 

letter to the personnel of the 

Cruiser and Transport Force, 

89 
Assigned to command, 32 
Goehen, German cruiser, 21 
Graf Waldersee, S. S., 101 
Graham, Comdr. S. V., 108 
Grampian, British S. S., 200 
Graves, Lieut. Comdr. C. S., 159 
Great Northern, S. S., 18, 188 

Collision of, 173 
Gregory, C, linen keeper, 215 
Greening, Comdr., 214 
Griffith, E., boilermaker, 215 
Grout, Rear Admiral, 86 
Guttormsen, Lieut. Comdr. P. A., 

146, 151 

Haditigton, Schooner, 134 

Halifax disaster, 157 

Hampton Roads, embarkation port, 

180 
Harris, Maj. CliflFord L., U. S. A., 

135 
Hasbrouck, Capt. R. D., 125 
Henderson, Comdr. Robert, 102 
Henderson, U. S. Naval Transport, 
103 
Rams a submarine, 164 
Fire on board S. S., 176 
Herbert L. Pratt, S. S., 134 
Hicks, Roy 0., Private, U. S. A., 164 
High Seas Fleet, German, 25 
Hillman, Ensign J. P., 139 
Hinds, Capt. A. W., 158 
Hinea, A. W. G., Chief Quarter- 
master, 143 
Hoboken, embarkation port, 180 
Hospital Corpsmen, training of, 193 
Hudson, chief machinist mate, 151 
Huntington, U. S. S., 68, 157 
Hutchinson, Maj. Gen, Grote, 64 



Imperator, S. S., 94 

Influenza epidemic, 190 

Isaacs, Lieut., 115, 122 
Escapes, 233 
Adventures of, 217 
Prisoner in Germany, 226 

James, Lieut. Comdr. Jules, 158 
Jessop, Comdr., 70 
Joffre, Marshal, 53 

Opinion on troop transport, 28 

Missions to America, 21 
Johnson, Asst. Paymaster, 114 

Rear Adm. Marbury, 155 
Jones, Rear Adm. H. P., 65, 87 

John, Greaser, 215 

Kahn, Kapitan-Lieut., 222 
Kaiserin Augiiste Victoria, S. S., 94 
Kalbfus, Capt. E. C, 161 
Kanawha, S. S., 46, 103 
Kenyon, Lieut. Comdr. George W., 

116 
Keough, M., fireman, 215 
K. L. Luckenbach, S. S., rescue of, 

162 
Kinch, vrater tender, 149 
Kite balloons, 68 
Kline, Lieut. Comdr., 116 
Kohls, Lieut. C. A., 146 

La France, French S. S., 174 

Lacaze, Rear Admiral, 53 

Lafayette, Grave of, 53 

Lanier, Ensign R. B., 102 

Lambert, S. T., oiler, 173 

Lamson, U. S. S., 108 

Lavender, Lieut., 67 

Le Bon, Vice Admiral, 53 

Lee, Lieut Comdr. A. E., 175 

Lejeune, Maj. Gen., 84 

Lenape, U. S. S., 125 

Leviathan, S. S., 88, 188 

Lind, Lieut. Comdr. W. L., 114, 116 

Lieer, seaman, 158 



282 



INDIIX 



Luckenbach, S. S., attacked, 45 
LudendorfT, General, 29 
Lutomski, gunners mate, 144 
Lyons, chief boatswain mate, 147 

Madison, Lieut. Comdr., 197 

Maldm, S. S., 141 

Martin, Lieut. Westley G., 113 

J. J., barkeeper, 215 
Mason, Charles R., Private, U. S. A., 

176 
Maumee, tanker, 36 
Mayer, F. T., seaman, 173 
Maijramt, U. S. S., 177 
McCallum, Leonard, chief yeoman, 

119 
McFarlane, Lieut. W. R., 175 
Meyers, George J., chief yeomaji, 

141 
Milliken, Lieut. George W., 144 
Moorish Prince, British S. S., 200 
Morgan, Rear Adm. C. B., 101 
Mouellec, Je., French seaman, 215 
Mount Vernon, S. S., torpedoed, 143 
Mowat, asst. paymaster, 114, 119 
Muller, Lieut., 198 

Naval Transports, British ships 
added, 89 
Overseas Transportation Service 
organized, 26 
Navy, work of, 24 

Personnel transport duty, 185 
Neil, Comdr., 47 
Newport News, embarkation port, 

180 
Nielson, gunners mate, 144 
North Carolina, U. S. S., 67 
Northern Pacific, S. S., 88, 101, 174 

O'Brien, U. S. S., 44 

O'Connor, Charles L., water tender, 

149 
Oiling at sea, 36, 65 



Orizaba, S. S., depth bomb explosion 
on, 172 

Palmer, Maj. Frederick, 50 
Papue, Captaine de Fregate, 86 
Paris, Fourth of July celebration, 52 
Pattison, James, second eng. officer, 

215 
Paul Jones, U. S. S., 177 
Peltier, General, 50 
Perkins, Lieut. Comdr., 65 
Perriere, Lieut, Amauld de la, 166 
Pershing, General, 50, 53 
Perth Amboy, tug, 134 
Pickens, Comdr. A. C, 46 
Picpus, Cemetery of, 53 
Placet, Louis, Chief Boatswain, 147 
Pocahontas, S. S., engagement with 

submarine, 161 
Poincare, President, 52 
Pollock, Captain E. T., 125, 193 
Ports of debarkation, 87 
President Lincoln, S. S., 130, 217 

loss of. 111 
Preston, U. S. S., 108 , 
Princess Matoika, S. S., 125 
Pritchard, R. J., First Officer, 215 

"Q" ship, 135 
Quai d' Orsay, 53 

Radio, 83 

Randall, Lieut. Comdr. A. B., 115 

Ransom, John E., Sergeant, U. S. A., 

176 
Read, U. S. S., 125 
Read, Lieut. Comdr. A. C, 67 
Red Cross Service, 180 
Remy, Capt., Ill, 217 
Return voyage, the, 50 
Returning the army, 86, 92 
Ribot, M., 53 

Rijndam, S. S., Ill, 125, 130 
Ringelman, Lieut., 198 
Richards, U. J., seaman, 214 



INDEX 



283 



Rochester, U. S. S., action againat 

U-boat, 157 
Rondo, U. S. S., 214 
Rush, Ensign R, McKay, 164 

St. Louis, U. S. S., 157 

St. Nazaire, 47 

Samut, J., assistant cook, 215 

San Dieno, U. S. S., 137 

Sunk by a mine, 133 
Sayles, Comdr. W. R., 47, 52 

Capt., 164 
Searcy, Clayton W., Corporal, U. S. 

A., 176 
Seattle, U. S. S., 32, 42, 67, 157 
See Adlcr, German raider, 55 
Seltzer, Louis, seaman, 79 
Shanks, Maj. Gen. D. C, U. S. A., 

27, 64, 180 
Sharp, Ambassador, 53 
Ship Control Committee, 27 
Sibert, General W. L., U. S. A., 

50, 59 
Skilling, J. J., Chief Steward, 215 
Smith, U. S. S., 108, 116, 127 
Smith, H. S., fireman, 150 
Smoke Screens, 82 
Soper, W. E., storekeeper, 215 
South Dakota, U. S. S., 100 
Spanish influenza epidemic, 190 
;Sf. P. Jones, S. S., 141 
Spooner, H., Foreman, 215 
Stafford, Ensign, 197 
Stanton, Col., U. S. A., 53 
Staton, Comdr. Adolphus, 146 
Steele, Capt. L. W., Jr., 107 
Steelt, Capt. G. W., Jr., 177 
Stephano, British S. S., 136 
Stirling, Capt. Yates, Jr., 79 
Strathdene, S. S., 136 
Submarine Areas, 183 
Defense, 78 

Defense, Burney Gr€ar, 85 
camouflage, 82 
darkening ship, 84 



depth bombs, 82 

the lookout, 78 

radio, 83 

smoke screens, 82 

speed, 80 

tactics to destroy, 81 

water-tight integrity, 84 

zigzag tactics, 80 
Susquehanna, S. S., Ill, 130 
Symington, Lieut. T. A., 52 

Target practice at sea, 55 

Periscope type of, 55 
Tenadores, S. S., 101 
Texel, S. S., 134 
Ticonderoga, S. S., loss of, 195 
Tilley, Lieut. Comdr. B. F., 175 
Tisdale, Lieut. R. D., 105 
Torpedo, Characteristics of, 75 
Train, 33 

Transports, overhaul or repair 
periods, 100 

First steps in preparation for 
troops, 25 
Transport fleet demobilized, 101 

Force development, 86 

Life, sidelights on, 180 

Operations, summary, 28 
Troops, return movement of, 31 

Carrying capacity of, increased, 
88 

Embarking, 180 

First to land, 49 

In France, July, 1918, 89 

In France, July to Nov., 1918, 90 

Missing, 186 

Monthly arrivals of returned, 99 
Troop ships carrying capacity in- 
creased, 92 

Safeguarding the, 75 

U-boat, typical attack, 76 
Blockade breaking, 25 
Contact with, 166 
In American waters, 133 
Progress of 1917 campaign, 20 



284 



INDEX 



U-151, 134 
U-53, 135 
U-90, 111, 217 
U-139, 165 
TIK:-152, 201 

Van Metre, Lieut. T. E., 43 

Viviani, M., 53 

Von Bteuhm, S. S., 177 

torpedo attacks on, 79, 216 
Yat&rland, see Leviatham-, 188 

Wainwright, John, donkeyman, 

215 
WaJciva, U. S. S., 108 
Walker, Dinsdale, Chief Baker, 215 
Warrington, U. S. S., 116, 123 
War Crisis in 1917, 17 
War Cypress, S. S., 160 
War Society of the Cruiser and 

Transport Force, 102 
War time burial at sea, 191 
Water-tight integrity, 84 



Weigel, Harry E., Sergeant, U. S. 

A., 176 
West, W. S., chief carpenter's mate, 

175 
West Point, S. S., 136 
Western Front offensive, 18 
White, Capt. K. Drace, 172 
Whitemarsh, Lieut., 203 
Whiteside, Surgeon, 114 
Whiting, Lieut., 66, 67 
Whitlock, Brand, 53 
Willielmina, U. S. S., 125 
Wilkes, U. S. S., 43 
Willeliad, Army Cargo Transport, 

103 
Williamson, Lieut. Comdr. W. P., 

172 
Woodard, Ensign, 199 
Worrel, Marrion H., Sergeant, U. S., 

A., 176 
Wright, James, Barkeeper, 216 

Zigzag Tactics, 80 



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